TY  - RPRT
AN  - 00979961
AU  - Haas, K
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF 3M (TRADEMARK) SCOTCHLITE (TRADEMARK) LINEAR DELINEATION SYSTEM
PY  - 2004/09
SP  - 32 p.
AB  - Major construction projects present many hazards for drivers to negotiate.  Detours, lane shifts and confusing curves present unique challenges to all drivers.  At night, the difficulties in negotiating these obstacles are amplified due to reduced visibility.  Over the past several years, the Oregon Department of Transportation (ODOT) has been particularly interested in evaluating concrete barrier marking products that improve the delineation of lane shifts, sharp turns, and detours within highway work zones.  This project evaluated the installation, maintenance and effectiveness of the 3M (Trademark) Scotchlite (Trademark) Linear Delineation System (LDS) mounted on concrete barriers within three different highway work zones.  The installation of the LDS panels proved to be more challenging than envisioned, primarily because installation is a time intensive process.  Users need to be aware of the productivity rates for installation.  A maintenance concern with the panels is to keep them relatively clean from dirt and road grime to maintain an optimal level of retroreflectivity.  The LDS panels provide a good alternative to traditional concrete barrier delineation methods (such as reflective barrier markers).  At the end of construction, panels can be removed from the barrier and reused on future projects.  The success of the panels has led ODOT to consider further implementation on future construction projects, as well as permanent installation in areas where crash histories warrant additional safety measures.
KW  - Barriers (Roads)
KW  - Cleaning
KW  - Delineation
KW  - Detours
KW  - Installation
KW  - Lane shifts
KW  - Oregon
KW  - Panels
KW  - Retroreflectivity
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Eval3M.pdf
UR  - https://trid.trb.org/view/740739
ER  - 

TY  - RPRT
AN  - 00979958
AU  - Kopf, J
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - REFLECTIVITY OF PAVEMENT MARKINGS: ANALYSIS OF RETROREFLECTIVITY DEGRADATION CURVES
PY  - 2004/09
SP  - 48 p.
AB  - The intent of this project was to develop retroreflectivity degradation curves for roadway pavement markings.  To accomplish this objective, this study utilized a vehicle-mounted Laserlux retroreflectometer to take measurements on approximately 80 test sections throughout Washington state.  The resulting retroreflectivity values from roadways with similar average annual daily traffic (AADT) and environments displayed a significant amount of variability.  Best-fit trendlines were extrapolated to determine when each category of paint would fall below a selected minimum threshold of 100 mcd/sq m/lux and require repainting.  Unfortunately, given the variability of the data observed to date, it may not be possible, even with the collection of more data, to create striping performance predictions that have a high level of statistical confidence. The data do not suggest conclusively that the existing Washington State Department of Transportation striping schedule should change.  According to that schedule, long line painted markings should be painted at least once a year, and heavy wear, long line pavement markings should be painted at least twice a year.
KW  - Degradation curves
KW  - Forecasting
KW  - Maintenance
KW  - Measurement
KW  - Performance
KW  - Retroreflectivity
KW  - Road markings
KW  - Scheduling
KW  - Striping
KW  - Test sections
KW  - Washington (State)
UR  - http://depts.washington.edu/trac/bulkdisk/pdf/592.1.pdf
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/592.1.pdf
UR  - https://trid.trb.org/view/740736
ER  - 

TY  - RPRT
AN  - 00978605
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - MATERIAL AND CONSTRUCTION OPTIMIZATION FOR PREVENTION OF PREMATURE PAVEMENT DISTRESS IN PCC PAVEMENTS: ANNUAL REPORT (PHASE I)
PY  - 2004/09
SP  - 149 p.
AB  - The objectives of the Material and Construction Optimization for Prevention of Premature Pavement Distress in PCC Pavements (MCO) project are to (1) evaluate conventional and new technologies and procedures for testing concrete and concrete materials to prevent material and construction problems that could lead to premature concrete pavement distress, and (2) develop a suite of tests that provides a comprehensive method of ensuring long-term pavement performance.  The five-year MCO project is divided into three major phases.  This report presents the results of Phase I, the objective of which was to compile practical, easy-to-use testing procedures for identification and monitoring of material and concrete properties to ensure durable pavement.  Phase I involved a literature search and a survey of participating agencies and others in the portland cement concrete paving community to gather information about best practices and solutions to common problems.  Phase I also included developing standard test procedures for tests that may not have national standards and developing new tests as needed.
KW  - Best practices
KW  - Concrete pavements
KW  - Concrete tests
KW  - Literature reviews
KW  - Materials
KW  - Monitoring
KW  - Optimization
KW  - Pavement distress
KW  - Pavement performance
KW  - Prevention
KW  - Properties of materials
KW  - Road construction
KW  - Surveys
KW  - Test procedures
UR  - http://www.ctre.iastate.edu/reports/mco_phase1_2004.pdf
UR  - https://trid.trb.org/view/740353
ER  - 

TY  - RPRT
AN  - 00978611
AU  - Smith, B L
AU  - Namkoong, S J
AU  - Tanikella, H
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - INTEGRATED CCTV/VIVDS PROTOTYPE FIELD TEST
PY  - 2004/09
SP  - 27 p.
AB  - The Virginia Department of Transportation (VDOT) has invested in extensive closed-circuit television (CCTV) systems to monitor freeways in urban areas.  Generally, these devices are installed as part of freeway management systems [Smart Traffic Centers (STCs)].  Although CCTVs have proven to be very effective in supporting incident management, they simply provide images that must be interpreted by trained operators--not measures of traffic conditions (such as flow rate and average speeds).  A previous study completed by the University of Virginia and Virginia Transportation Research Council (VTRC) concluded, however, that it is feasible to integrate CCTV with video image vehicle detection systems (VIVDS) currently on the market to provide the ability to measure traffic conditions.  The purpose of this research effort was to develop, deploy, and evaluate an integrated CCTV/VIVDS system (referred to as Phase II Autotrack) in an operational STC.  Based on a field evaluation at the Hampton Roads STC, it was concluded that Phase II Autotrack effectively measures traffic volumes and that the system effectively measures speed during daylight conditions.  This proves that an integrated CCTV/VIVDS system should be aggressively developed and finalized to supplement, and at times, replace, existing loop detectors in Virginia.  For example, if VDOT were to replace only one quarter of the loops in the Hampton Roads STC with integrated CCTV/VIVDS, it is estimated that the agency would realize a capital/installation savings of $4.9 million and would reduce operating costs by $230,000 per year.  Based on these conclusions, the following recommendations have been offered to VDOT:  (1) VDOT's Mobility Management Division should coordinate the installation and use of Phase II Autotrack at four existing CCTV locations throughout the Commonwealth; (2) The VTRC should continue the development of Phase II Autotrack in order to improve speed measurement performance; and (3) The VTRC should develop a Phase III Autotrack to investigate the use of additional image-processing capabilities to support STC operations.
KW  - Closed circuit television
KW  - Cost effectiveness
KW  - Field tests
KW  - Hampton Roads (Virginia)
KW  - Integrated systems
KW  - Prototypes
KW  - Recommendations
KW  - Traffic control centers
KW  - Video imaging detectors
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr2.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37198/05-cr2.pdf
UR  - https://trid.trb.org/view/740360
ER  - 

TY  - RPRT
AN  - 01003421
AU  - Federal Highway Administration
TI  - Federal Highway Administration Finding of No Significant Impact for the Capacity Improvement of U.S. 20 from the Peosta Interchange to Northwest Arterial in Dubuque County, Iowa
PY  - 2004/08/31
SP  - v.p.
AB  - The proposed action of the Capacity Improvement of U.S. 20 from the Peosta Interchange to Northwest arterial in Dubuque County, Iowa, consists of the development of a freeway facility transitioning to a signalized arterial.  Access control to U.S. 20 will be provided by interchanges at strategic locations.  Frontage, backage, and access roads will be provided for property access.  The Federal Highway Administration (FHWA) has determined that this project would not have any significant impact on the human and natural environment.  The following resources were evaluated: displacements and relocations; environmental justice; noise; public services/public facilities; land use; farmland; visual resources; bicycle and pedestrian facilities; air quality; water resources; wetlands and other waters of the U.S.; floodplains; biological resources; historic, archaeological, and recreational areas; and hazardous waste sites.  The finding is based on this Environmental Assessment. The assessment provides sufficient evidence and analysis for determining that an Environmental Impact Statement is not required.
KW  - Access
KW  - Air quality
KW  - Archaeology
KW  - Arterial highways
KW  - Bicycle facilities
KW  - Biological resources
KW  - Dislocation (Geology)
KW  - Dubuque County (Iowa)
KW  - Environmental impacts
KW  - Environmental justice
KW  - Evaluation and assessment
KW  - Farms
KW  - Flood plains
KW  - Hazardous wastes
KW  - Highway capacity
KW  - Historic sites
KW  - Improvements
KW  - Interchanges
KW  - Land use
KW  - Noise
KW  - Pedestrian areas
KW  - Public land
KW  - Public service
KW  - Recreational facilities
KW  - Relocation (Facilities)
KW  - Traffic signals
KW  - U.S. Federal Highway Administration
KW  - Visual resources
KW  - Water resources
KW  - Wetlands
UR  - https://trid.trb.org/view/759620
ER  - 

TY  - ABST
AN  - 01458686
TI  - Deployment of the NDGPS Service with Incoming Funds from France
AB  - No summary provided.
KW  - Deployment
KW  - Financial analysis
KW  - France
KW  - Global Positioning System
KW  - Implementation
KW  - Research projects
KW  - Serviceability
UR  - https://trid.trb.org/view/1226897
ER  - 

TY  - ABST
AN  - 01464629
TI  - Research for AASHTO Standing Committee on Highways. Task 172. Recommended AASHTO Design-Build Procurement Guide
AB  - The objective of this project was to develop a recommended American Association of State Highway and Transportation Officials (AASHTO) design-build guide that would assist contracting agencies in the design-build procurement process including the preparation of requests for qualifications and requests for proposals and the selection of the successful proposer. The guide covers all significant considerations in the procurement process up to the point of contract award. The guide provides a base of understanding for state departments of transportation (DOTs) and other transportation agencies that have limited or no experience with design-build projects. The principal focus of the guide will be on projects within the $10- to $100-million range. The advisory panel includes members of AASHTO's Joint Task Force on Design-Build and a member of the Design-Build Institute of America (DBIA).
KW  - Contract administration
KW  - Contracting
KW  - Design build
KW  - Highway design
KW  - Procurement
KW  - Qualifications
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1518
UR  - https://trid.trb.org/view/1232861
ER  - 

TY  - ABST
AN  - 01463131
TI  - System Security Awareness for Transportation Employees
AB  - As part of an agreement between AASHTO and the FTA Office of Safety and Security, the FTA agreed to sponsor NTI's development of an instructor-led course System Security Awareness for Transportation Employees. The course was based on NTI's successful System Security Awareness for Transit Employees. It was developed in cooperation with the Federal Transit Administration (FTA), the Department of Homeland Security, the Federal Bureau of Investigation (FBI), the American Association of State Highway and Transportation Officials (AASHTO), and the Washington State Department of Transportation (WSDOT). The course focuses on providing transportation department employees, supervisors, and managers with practical knowledge and skills that will help them effectively carry out their responsibilities concerning operational and infrastructure security. The practices put forth in the program help"harden the target" for state transportation systems and assets relative to terrorism and enhance overall crime prevention efforts.
KW  - CD-ROM
KW  - Field tests
KW  - National Cooperative Highway Research Program
KW  - National security
KW  - Research projects
KW  - Security
KW  - State departments of transportation
KW  - Training programs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=626
UR  - https://trid.trb.org/view/1231356
ER  - 

TY  - ABST
AN  - 01463121
TI  - Texturing of Concrete Pavements
AB  - Tining--a means of texturing newly constructed concrete pavements--is generally performed to enhance pavement-surface macrotexture to improve pavement-surface frictional characteristics and reduce potential for hydroplaning, skidding, and wet-weather crashes. However, there is a concern that the use of tining has evolved without adequate consideration of the effects on noise generation, long-term durability, smoothness, constructibility, pavement serviceability, and cost effectiveness. In addition, there are other options for texturing concrete pavements that might provide better performance and yield environmental and economic benefits. There are no widely accepted guidelines or procedures for identifying and selecting methods of texturing concrete pavements that consider relevant technical, environmental, economic, and safety issues. Research is needed to develop a rational procedure for use by highway agency personnel in identifying and selecting appropriate texturing methods for concrete pavements. The objective of this research is to recommend appropriate methods for texturing concrete pavements for specific applications and ranges of climatic, site, and traffic conditions. These methods shall include tining and other means of texturing fresh and hardened concrete for the purpose of enhancing surface frictional characteristics.
KW  - Climate
KW  - Concrete pavements
KW  - Fresh concrete
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Surface course (Pavements)
KW  - Texture
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=287
UR  - https://trid.trb.org/view/1231346
ER  - 

TY  - ABST
AN  - 01462867
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Communicating Urban Congestion Information
AB  - For almost twenty years the Texas Transportation Institute (TTI) has produced urban congestion and mobility information that can be understood by a wide range of stakeholders. The statistics, charts and figures are regularly used to discuss the transportation challenges facing cities and the nation. The information is updated annually and occasional improvements to the methodology are made to include the mobility effects of a broad range of transportation projects, programs and strategies. As more and better information is generated each year in the transportation industry, the need arises almost annually to make adjustments to the Urban Mobility Report calculation procedures. One of the key calculations in the Urban Mobility Report is the speed estimation procedure. This process assigns peak period operating speeds to varying traffic densities on freeways and principal arterial streets. More is learned each day about the relationship between traffic levels and speed with the influx of real-time traffic data that is collected in our many transportation management centers across the United States. This data will make it possible to revisit the current methodology and determine if adjustments need to be made to several parts of the methodology including the speed estimation process.  The project has four objectives. (1) Analyze the speed estimation and accompanying measure calculation procedures utilized in the Urban Mobility Report to determine if they need to be modified based on real-time data or more current models. (2) Determine if an area-wide reliability performance measure can be calculated for inclusion in the Urban Mobility Report. (3) Review the methodology that quantifies the benefits of operational treatment programs and strategies. (4) Construct a spreadsheet that individuals or groups that can use to gain further insight from the data.
KW  - Arterial highways
KW  - Mobility
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Traffic congestion
KW  - Traffic density
KW  - Urban areas
KW  - Urban growth
KW  - Urban travel
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=541
UR  - https://trid.trb.org/view/1231091
ER  - 

TY  - RPRT
AN  - 00980091
AU  - Eggen, P R
AU  - Brittnacher, D J
AU  - OMNNI Associates
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - DETERMINATION OF INFLUENCES ON SUPPORT STRENGTH OF CRUSHED AGGREGATE BASE COURSE DUE TO GRADATIONAL, REGIONAL AND SOURCE VARIATIONS
PY  - 2004/08/18
SP  - v.p.
AB  - This research investigates the range of load-carrying capability, in terms of resilient modulus (M sub R), of crushed aggregate base course in Wisconsin and how variables, such as physical characteristics, material type, source lithology and regional factors influence M sub R.  Testing was conducted on 37 aggregate sources and the results statistically analyzed to look for correlations between M sub R and these variables and to determine if they could be used to predict M sub R.  Results showed that M sub R did not differ between gravel pit and quarry groups and that carbonate quarries generally gave significantly higher M sub R values than Precambrian, felsic-plutonic quarries.  Changing gradation of base course from a given source affected M sub R test results, but not consistently or predictably.  Certain physical parameters, were found that influence M sub R in some of the geologic subsets.  However, none of the correlations were strong enough to predict M sub R with sufficient confidence.  The test data will provide a base of information that will be useful when the Wisconsin Department of Transportation adopts a mechanistic-empirical pavement design process.
KW  - Aggregate gradation
KW  - Base course (Pavements)
KW  - Crushed aggregates
KW  - Geology
KW  - Gravel pits
KW  - Laboratory tests
KW  - Lithologic composition
KW  - Modulus of resilience
KW  - Quarries
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/6865/04%2008.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/02-01crushedaggregatebasecourse1.pdf
UR  - https://trid.trb.org/view/741028
ER  - 

TY  - RPRT
AN  - 00980527
AU  - Sagues, Alberto A
AU  - Kranc, S C
AU  - Balakrishna, V
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - COLUMN TENDON VIBRATIONAL TEST PREPARATION AND DATA ANALYSIS
PY  - 2004/08/18
SP  - 16 p.
AB  - Vibrational data from the vertical external tendons in piers of the high level approaches of the Sunshine Skyway Bridge were analyzed to obtain tendon tension estimates.  Testing was practicable for virtually all the tendon segments in 68 of the high level approach piers of the bridge.  Estimated tensions for the external portions of all but one of the tendon segments evaluated approached values expected from typical design conditions.  These observations are consistent with independent direct inspection of selected piers that revealed only minor to moderate corrosion of the external tendon portions, and only one instance of severe corrosion at a tendon recess in the thick wall region, far from the external portion.  Dramatic tension loss was measured only for the NE tendon segment in Pier 133 NB.  Upon autopsy, that part of the tendon was found to have experienced severe corrosion damage and breakage of most strands in the upper internal portion.  Tension at tendon segments 133 NB SW and 133 NB NW were near normal, even though severe detensioning had taken place at the opposite ends of both tendons.  This observation indicates effective force transfer development in the lower, hairpin bend portion of those tendons.  Although tension at the external portion of 133 NB NW was near normal, autopsy revealed two full strand breaks in the internal area of that part of the tendon near the trumpet.  This result illustrates how force development can hide to some extent the signs of nearby internal corrosion when conducting measurements in the external portion.
KW  - Bridge approaches
KW  - Bridge piers
KW  - Columns
KW  - Corrosion
KW  - Florida
KW  - Force transfer
KW  - Posttensioning
KW  - Sunshine Skyway Bridge
KW  - Tendons (Materials)
KW  - Tension
KW  - Test procedures
KW  - Vibration tests
UR  - https://trid.trb.org/view/740948
ER  - 

TY  - ABST
AN  - 01458285
TI  - Assessment of Alternatives in Roadside Vegetation Management
AB  - This research will identify a set of factors that should be considered when determining the best practice for maintaining vegetation at the pavement edge on a given roadside. A number of known alternative methods exist for maintaining vegetation at the edge of highway pavement, each with a unique relationship to decision factors identified as part of the best practices determined above. The project will identify costs, benefits, and relevance of decision factors. A decision framework shall be developed for use by maintenance managers and design engineers to help determine the best alternative for maintaining vegetation at the pavement edge in a given location. In such a decision framework, specific roadway, shoulder, and roadside parameters would be entered. The proejct will also develop a field validation methodology for the decision framework. Various roadside locations will be identified at which long-term monitoring will take place in relation to the alternative methods and cost/benefit measurements generated by the decision framework.
KW  - Best practices
KW  - Design engineering
KW  - Maintenance
KW  - Methodology
KW  - Pavement edge
KW  - Research projects
KW  - Roadside flora
KW  - Vegetation
KW  - Vegetation control
KW  - Vegetation establishment
UR  - https://trid.trb.org/view/1226496
ER  - 

TY  - ABST
AN  - 01458743
TI  - Commercial Vehicle Data Collection and Countermeasures Assessment
AB  - No summary provided.
KW  - Commercial vehicle operations
KW  - Commercial vehicles
KW  - Countermeasures
KW  - Data collection
KW  - Research projects
UR  - https://trid.trb.org/view/1226955
ER  - 

TY  - ABST
AN  - 01460699
TI  - Research for the AASHTO Standing Committee on the Environment. Task 14. A Summary of Existing Research on Dam Removal Projects
AB  - The objective of this study is to develop a tool for determining the costs and benefits of low-head dam removal projects as a stream restoration technique and as a stream impact mitigation technique.
KW  - Benefit cost analysis
KW  - Dams
KW  - Head
KW  - Impact
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Restoration ecology
KW  - Streams
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1287
UR  - https://trid.trb.org/view/1228917
ER  - 

TY  - ABST
AN  - 01460704
TI  - Research for the AASHTO Standing Committee on the Environment. Task 8. Developing Performance Data Collection Protocol for Stream Restoration
AB  - The objective of this study is to develop protocols for the collection and analysis of performance data that would show the effectiveness of stream restoration in removing pollutant loads and improving ecological benefits.
KW  - Data collection
KW  - Development
KW  - Ecology
KW  - Loads
KW  - National Cooperative Highway Research Program
KW  - Pollutants
KW  - Research projects
KW  - Restoration ecology
KW  - Streams
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1546
UR  - https://trid.trb.org/view/1228922
ER  - 

TY  - ABST
AN  - 01553422
TI  - Self-Consolidating Concrete for Precast, Prestressed Concrete Bridge Elements
AB  - The objectives of this research are (1) to develop guidelines for the use of self-consolidating concrete in precast, prestressed concrete bridge elements and (2) to recommend relevant changes to American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design (LRFD) bridge design and construction specifications.
KW  - Bridge construction
KW  - Bridge design
KW  - Concrete bridges
KW  - National Cooperative Highway Research Program
KW  - Precast concrete
KW  - Prestressed concrete
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=478
UR  - https://trid.trb.org/view/1343617
ER  - 

TY  - RPRT
AN  - 01160539
AU  - Maher, Ali
AU  - Jafari, Mohsen
AU  - Boile, Maria
AU  - Center for Advanced Infrastructure and Transportation
AU  - National Science Foundation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Biohazard Detection and Security of Critical Transportation Infrastructures
PY  - 2004/08//Final Report
SP  - 6p
AB  - This project utilizes the expertise of transportation professionals to develop an advanced chemical, biological, radiological, or nuclear (CBRN) monitoring and response management system for critical infrastructures such as transit hubs, airports, and marine terminals. A concept model will be planned and designed for the use of a novel Anthrax detection technology in a selected critical facility. The project will designate the appropriate site, design the proper packaging and ruggedization for the device, and most importantly develop the protocols for integration of data into the facility’s existing Incident Management Systems (IMS) for providing the appropriate emergency response. The second phase includes the physical implementation and testing of the system, conducted in the designated facility. A complete package, including monitoring hardware, IMS protocols, and software, and results of evaluation programs will compose the final product of the project.
KW  - Airports
KW  - Anthrax
KW  - Biological and chemical weapons
KW  - Bus terminals
KW  - Detection and identification systems
KW  - Incident management
KW  - Marine terminals
KW  - Monitoring
KW  - Nuclear radiation
KW  - Nuclear weapons
KW  - Radioactive materials
KW  - Rail transit stations
KW  - Transportation infrastructure
UR  - http://cait.rutgers.edu/files/NSF-RU9059.pdf
UR  - https://trid.trb.org/view/921205
ER  - 

TY  - RPRT
AN  - 01139408
AU  - Gabr, Mohammed A
AU  - Borden, Roy H
AU  - Denton, Raymond L
AU  - Smith, Alex W
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of Jetting-Induced Disturbance Zone and Associated Ecological Impacts
PY  - 2004/08
SP  - 270p
AB  - Research in this report presents the first study documented in literature to characterize the surface disturbance and associated ecological impact due to pile jetting process. The enclosed work describes development of phenomenological pile jetting model in various soil profiles through implementation of a laboratory experimental program, field testing program, and comprehensive data analyses. The physical phenomenon of jetting was observed in the laboratory and a model for computing disturbance created by jetted-pile installations was developed. Four test sites were chosen in different geographical locations in Eastern North Carolina to perform a total of 26 jetted pile installations. Ecological impacts of jetting on marine environment and tidal marshes are discussed and presented.
KW  - Environmental impacts
KW  - Field tests
KW  - Installation
KW  - Jetted pile installations
KW  - Laboratory tests
KW  - Marine environment
KW  - Mathematical models
KW  - North Carolina
KW  - Piles (Supports)
KW  - Stream ecology
KW  - Tidal marshes
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-15FinalReport.pdf
UR  - https://trid.trb.org/view/899483
ER  - 

TY  - RPRT
AN  - 01044274
AU  - Agapay, Alison
AU  - Robertson, Ian N
AU  - University of Hawaii, Manoa
AU  - Hawaii Department of Transportation
AU  - Federal Highway Administration
TI  - Test of Prestressed Concrete T-Beams Retrofitted for Shear and Flexure Using Carbon Fiber Reinforced Polymers
PY  - 2004/08//Final Report
SP  - 268p
AB  - In 1997, a precast prestressed T-Beam in the Ala Moana Shopping Center Parking Garage was strengthened in flexure using carbon fiber reinforced polymer (CFRP). When the old parking garage was demolished in June 2000 to make way for a new multilevel parking garage, this beam and two control beams were salvaged and transported to the University of Hawaii at Manoa Structural Testing Laboratory for testing. This report presents testing of the strengthened beam and a control beam. It also describes the retrofit procedures during field application of the CFRP strips, beam recovery, and preparation for laboratory testing. In addition, a step-by-step analysis of the predicted strengths is presented. To ensure flexure failure, the beams were retrofitted in shear with CFRP. Two types of wrapping scheme were used and anchorage was provided for the shear retrofit. The left half of each beam was retrofitted with 3” wide double layer CFRP stirrups. The right half of each beam was retrofitted with 12” wide CFRP sheets. After flexural testing, each half of each beam was recovered for shear testing. Flexural test results indicate that the CFRP strengthening provided a 71% increase compared with the control specimen without reducing the beam’s ductility. The flexural capacity of the strengthened beam was 21% greater than predicted by ACI 440R-02. The two T-Beam tests with CFRP sheets for shear strengthening produced 7% and 16% increases in the shear capacity when compared with the control beam without CFRP shear strengthening. These increases are below the 42% increase predicted by ACI 440R-02. Because of conservatism in the estimate of concrete and internal steel stirrup contribution to the shear capacity, the failure shear strength of the beams with CFRP sheets was still slightly greater than the ACI 440R-02 prediction for ultimate shear capacity. The shear tests indicated delamination of the CFRP stirrups and sheets occurring prior to the maximum shear load. Anchorage at the top and bottom of the beam web helped prevent complete delamination of the CFRP; however further anchorage development is required to improve the strength of the CFRP shear retrofit.
KW  - Anchorages
KW  - Carbon fibers
KW  - Concrete
KW  - Fiber reinforced plastics
KW  - Flexure
KW  - Hawaii
KW  - Laboratory tests
KW  - Prestressed concrete
KW  - Retrofitting
KW  - Shear strength
KW  - T beams
KW  - Testing
UR  - http://www.hawaii-rdtt.com/projects/implementation/prestressedconcrete.pdf
UR  - https://trid.trb.org/view/803649
ER  - 

TY  - RPRT
AN  - 01037208
AU  - Power, Maurice
AU  - Fishman, Kenneth L
AU  - Richards, Rowland
AU  - Makdisi, Faiz
AU  - Musser, Samuel
AU  - Youd, T. Leslie
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Seismic Retrofitting Manual for Highway Structures: Part 2 - Retaining Structures, Slopes, Tunnels, Culverts and Roadways
PY  - 2004/08//Final Report
SP  - 370p
AB  - This manual, which is comprised of two parts, represents the most current state-of-practice in assessing the vulnerability of highway structures to the effects of earthquakes, and implementing retrofit measures to improve performance.  Part 2 of this manual provides guidance on the assessment and retrofitting of typical highway structures other than bridges, including retaining walls, engineered slopes and embankments, tunnels, culverts, and pavement.  Guidance is provided on (a) screening for potential seismic vulnerabilities; (b) conducting a detailed evaluation; and (c) describing strategies for retrofit design.  In addition, discussion is provided for classifying each structure by type, construction, or expected performance.  This is needed since different types of a given structure (e.g., different types of retaining walls) may have different failure modes and will therefore require somewhat different approaches to seismic vulnerability screening, detailed evaluation, and retrofitting.
KW  - Classification
KW  - Culverts
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Embankments
KW  - Manuals
KW  - Pavements
KW  - Retaining walls
KW  - Retrofitting
KW  - Seismic vulnerability
KW  - Slopes
KW  - Strategic planning
KW  - Tunnels
UR  - http://ntl.bts.gov/lib/31000/31300/31319/FHWA-HRT-05-067.pdf
UR  - https://trid.trb.org/view/794164
ER  - 

TY  - RPRT
AN  - 01036453
AU  - Federal Highway Administration
TI  - Construction Program Management and Inspection Guide
PY  - 2004/08
SP  - 196p
AB  - This guide highlights the Federal Highway Administration (FHWA) roles and resources to assist the states in delivering a quality construction program.  The guide is intended to complement experience gained on actual construction sites.  States have established processes and procedures to administer contracts and monitor successful program delivery.  The procedures include monthly contract status reports, material testing, change order and claim evaluations, and other contract administration reporting that provides program-level information on contract delivery.  These project documentation and source records should be readily available at the project site on all Federal-aid projects.  FHWA engineers should make full use of all documentation to monitor the program and identify the potential areas of risk.  This guide has been developed to assist FHWA field engineers in maintaining and improving technical competence and in selecting a balanced program of construction management techniques.  The intent is to carry out this program using an appropriate level of risk management.  It is FHWA's responsibility to ensure that the public is getting the best value for its expenditure of public resources in all of its programs.  The guide serves to highlight technical features and techniques for making construction inspections that have proven to be effective.  The guide (1) provides familiarization for newer employees, (2) serves as a refresher for veteran employees, (3) assists field offices in developing a balanced construction program by considering the relative merits of using a variety of construction program management and inspection techniques, and (4) highlights technical elements to be integrated in construction inspections to provide a reasonable level of quality assurance in the construction program area.
KW  - Construction management
KW  - Contract administration
KW  - Engineers
KW  - Federal aid
KW  - Guidelines
KW  - Handbooks
KW  - Inspection
KW  - Monitoring
KW  - Program delivery
KW  - Project management
KW  - Quality assurance
KW  - Risk management
KW  - States
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/construction/cpmi04.pdf
UR  - https://trid.trb.org/view/793082
ER  - 

TY  - RPRT
AN  - 01023897
AU  - Liu, Richard
AU  - Chen, Xuemin
AU  - Li, Jing
AU  - Xing, Huichun
AU  - Chen, Jingheng
AU  - Ekbote, Aditya
AU  - Wen, Bingbing
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Remote Monitoring Moisture Content in Test Pavement in Waco and Bryan Districts
PY  - 2004/08//Technical Report
SP  - 60p
AB  - Research Project 0-4415 "Development of a soil moisture sensor for measuring moisture content in pavement subgrade" developed several types of soil moisture sensors including parallel-wire transmission-line sensors, ring resonator sensors, microstrip line sensors, parallel-plate transmission-line sensors and integrated PCB sensors.  The parallel transmission line sensors have been installed in Bryan, Waco districts at the SPS-8 sites and Texas APT site to monitor moisture contents in the pavement.  These sensors are low-cost, small in size and remotely accessible.  Measured sensor data are then either remotely downloaded via modem or directly from the site.  The system can store data for 12 months between two downloads.  The lately developed PCB sensors have more features: 1) both sensor heads and sensor electronic circuits are built on the same rigid PCB board, so that the uniformity of sensors can be guaranteed in both manufacturing and installation processes; 2) the operation mode is upgraded to digital mode from analog mode; 3) an on-board microprocessor is introduced to control and manage sensor performance; 4) a unique address ID is assigned to each sensor to facilitate the communication, data transportation and sensor network building; 5) a communication transceiver and driver are added to realize the communication among sensors as well as between the sensor and the data collection box; 6) an adjustable phase shifter is installed on board to insure the optimal initialization; 7) an on-board power down mode is designed to save power in field applications.  The PCB sensors will provide more convenience in application.
KW  - Bryan (Texas)
KW  - Communication
KW  - Experimental roads
KW  - Microprocessors
KW  - Moisture content
KW  - Monitoring
KW  - Parallel transmission
KW  - PCB sensors
KW  - Remote sensing
KW  - Sensors
KW  - Subgrade (Pavements)
KW  - Waco (Texas)
UR  - https://trid.trb.org/view/781390
ER  - 

TY  - RPRT
AN  - 01020759
AU  - Wightman, W Ed
AU  - Jalinoos, Frank
AU  - Sirles, Philip
AU  - Hanna, Kanaan
AU  - Blackhawk GeoSciences
AU  - Federal Highway Administration
TI  - Application of Geophysical Methods to Highway Related Problems
PY  - 2004/08//Technical Manual
SP  - 742p
AB  - This document is designed to provide highway engineers with a basic knowledge of geophysics and nondestructive test (NDT) methods for solving specific transportation related problems.  The document is not intended to make engineers experts in the field of geophysics, but rather to provide them with tools that will assist them in the use of suitable geophysical and NDT techniques to evaluate problems for design, planning, construction, or remediation efforts.  A table is included to provide the user with a simplified approach of suggested method(s) for various highway engineering problems.  In this document, the term NDT is used to refer to condition evaluation of engineered structures.  Condition evaluation includes integrity assessment for defects and corrosion, and the determination of unknown geometry, such as unknown foundation depths or extent of foundations.  A broad range of practical methods are presented, including most traditional geophysical methods.  These have been adapted to provide solutions more specific to a variety of engineering problems.  The document is divided into two parts.  The first part is problem oriented and provides a range of geophysical imaging and NDT methods that can be used to solve particular highway-related problems.  The second part provides more comprehensive discussions of the geophysical methods and theory.
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Condition surveys
KW  - Corrosion
KW  - Defects
KW  - Evaluation and assessment
KW  - Foundations
KW  - Geophysical imaging
KW  - Geophysical methods
KW  - Geophysics
KW  - Highway design
KW  - Highway engineering
KW  - Highway engineering problems
KW  - Nondestructive tests
KW  - Pavements
KW  - Subsidence (Geology)
KW  - Subsurface conditions
KW  - Subsurface investigations
UR  - http://www.cflhd.gov/resources/geotechnical/documents/geotechPdf.pdf
UR  - https://trid.trb.org/view/778594
ER  - 

TY  - RPRT
AN  - 01019168
AU  - Rodegerdts, Lee A
AU  - Nevers, Brandon
AU  - Robinson, Bruce
AU  - Ringert, John
AU  - Koonce, Peter
AU  - Bansen, Justin
AU  - Nguyen, Tina
AU  - McGill, John
AU  - Stewart, Del
AU  - Suggett, Jeff
AU  - Neuman, Tim
AU  - Antonucci, Nick
AU  - Hardy, Kelly
AU  - Courage, Ken
AU  - Kittelson and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Signalized Intersections: Informational Guide
PY  - 2004/08//Informational Guide Book
SP  - 369p
AB  - This guide provides a single, comprehensive document with methods for evaluating the safety and operations of signalized intersections and tools to remedy deficiencies. The treatments in this guide range from low-cost measures such as improvements to signal timing and signage, to high-cost measures such as intersection reconstruction or grade separation. Topics covered include fundamental principles of user needs, geometric design, and traffic design and operation; safety and operational analysis techniques; and a wide variety of treatments to address existing or projected problems, including individual movements and approaches, pedestrian and bicycle treatments, and corridor techniques. It also covers alternative intersection forms that improve intersection performance through the use of indirect left turns and other treatments. Each treatment includes a discussion of safety, operational performance, multimodal issues, and physical and economic factors that the practitioner should consider. Although the guide focuses primarily on high-volume signalized intersections, many treatments are applicable for lower volume intersections as well. The information contained in this guide is based on the latest research available on treatments and best practices in use by jurisdictions across the United States. Additional resources and references are highlighted for the student, practitioner, researcher, or decisionmaker who wishes to learn more about a particular subject.
KW  - Best practices
KW  - Cyclists
KW  - Economic factors
KW  - Evaluation
KW  - Geometric design
KW  - Grade separations
KW  - High volume roads
KW  - Highway corridors
KW  - Highway operations
KW  - Highway safety
KW  - Improvements
KW  - Indirect left turns
KW  - Multimodal transportation
KW  - Pedestrians
KW  - Performance
KW  - Reconstruction
KW  - Signalized intersections
KW  - Traffic signal timing
KW  - Traffic signs
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/research/safety/04091/index.cfm
UR  - https://trid.trb.org/view/771951
ER  - 

TY  - RPRT
AN  - 01019080
AU  - Public Technology, Incorporated
AU  - Federal Highway Administration
TI  - Watching It All Come Together: Case Studies Report on Special Event Planning and Management
PY  - 2004/08
SP  - 84p
AB  - Counties and municipalities throughout the United States host numerous national and regional planned special events including parades, festivals, and demonstrations, as well as many local events such as block parties and neighborhood festivals.  Special Events is also the term given to unplanned, unwanted situations such as weather-related and other types of emergencies.  Whether planned or unplanned, local jurisdictions need to be ready to mobilize and respond by collaborating and planning together.  Attention is always focused on  how the transportation system is performing as a jurisdiction hosts a fair, golf tournament, national political convention or other major events.  This case studies report is designed to help the reader learn from others across the country.  Useful strategies include cross boundary leadership needed to direct transportation, law enforcement, emergency management and agency professionals who might be unfamiliar with these ideas or have a difficult time working together.  This report is designed to help those individuals who may be involved in planning, managing or operating a planned or unplanned event.  The case study format offers an in-depth perspective of the different types of strategies currently used for particular special events across the U.S.  Each example explores the challenges posed by the event, agencies involved, pre-event planning, day-of-event operations and management, the effect on neighborhoods and the relationship to other transportation needs.
KW  - Block parties
KW  - Case studies
KW  - Cooperation
KW  - Demonstrations
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Festivals
KW  - Golf tournaments
KW  - Highway travel
KW  - Interagency relations
KW  - Jurisdictions
KW  - Law enforcement
KW  - Management
KW  - Neighborhoods
KW  - Parades
KW  - Planning
KW  - Political conventions
KW  - Public transit
KW  - Regional planning
KW  - Special events
KW  - Strategic planning
KW  - Transportation operations
KW  - Transportation planning
KW  - United States
UR  - https://trid.trb.org/view/775792
ER  - 

TY  - RPRT
AN  - 01019024
AU  - Rodegerdts, Lee A
AU  - Nevers, Brandon
AU  - Robinson, Bruce
AU  - Ringert, John
AU  - Koonce, Peter
AU  - Bansen, Justin
AU  - Nguyen, Tina
AU  - McGill, John
AU  - Stewart, Del
AU  - Suggett, Jeff
AU  - Neuman, Tim
AU  - Antonucci, Nick
AU  - Hardy, Kelly
AU  - Courage, Ken
AU  - Kittelson and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Signalized Intersections: Informational Guide
PY  - 2004/08//Information Guide Book
SP  - 369p
AB  - This guide provides a single, comprehensive document with methods for evaluating the safety and operations of signalized intersections and tools to remedy deficiencies. The treatments in this guide range from low-cost measures such as improvements to signal timing and signage, to high-cost measures such as intersection reconstruction or grade separation. Topics covered include fundamental principles of user needs, geometric design, and traffic design and operation; safety and operational analysis techniques; and a wide variety of treatments to address existing or projected problems, including individual movements and approaches, pedestrian and bicycle treatments, and corridor techniques. It also covers alternative intersection forms that improve intersection performance through the use of indirect left turns and other treatments. Each treatment includes a discussion of safety, operational performance, multimodal issues, and physical and economic factors that the practitioner should consider. Although the guide focuses primarily on high-volume signalized intersections, many treatments are applicable for lower volume intersections as well. The information contained in this guide is based on the latest research available on treatments and best practices in use by jurisdictions across the United States. Additional resources and references are highlighted for the student, practitioner, researcher, or decisionmaker who wishes to learn more about a particular subject.
KW  - Best practices
KW  - Geometric design
KW  - Guides to information
KW  - Highway operations
KW  - Highway safety
KW  - Improvements
KW  - Signalized intersections
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/research/safety/04091/index.cfm
UR  - https://trid.trb.org/view/772983
ER  - 

TY  - RPRT
AN  - 01018744
AU  - Castro, Alfredo
AU  - Kreger, Michael E
AU  - Bayrak, Oguzhan
AU  - Breen, John E
AU  - Wood, Sharon L
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Allowable Design Release Stresses for Pretensioned Concrete Beams
PY  - 2004/08//Research Report
SP  - 140p
AB  - A research program was conducted in Ferguson Structural Engineering Laboratory at The University of Texas at Austin to determine whether elevated concrete stresses at extreme flexural fibers, relative to current allowable stresses, can be applied to pretensioned concrete beams at transfer. A thorough review of documents related to allowable stresses in prestressed concrete was followed by the construction of a prestressing bed capable of accommodating six fifteen-foot-long beam specimens. Five sets of six pretensioned beams were cast and monitored between June 2002 and May 2003. These sets included specimens that were representative of standard U beams, I girders, and double-tee beams. Instrumentation for these beams consisted of strain gauges on prestressing strands and linear potentiometers supported on steel frames to measure changes in camber. At prestress force transfer, extreme fiber compressive stresses in these specimens ranged from 0.46f’ sub ci to 0.91f’ sub ci. Tensile stresses ranged from 1.5 sq root of f' sub ci to 9.3 sq root of f' sub ci.  Based on the five sets of pretensioned beams fabricated and monitored in this study, camber increased with increases in maximum compressive stress at release, expressed as a function of f’ sub ci, regardless of the cross-section geometry and type of concrete used to fabricate the specimens. It was concluded that pretensioned concrete beams can be subjected to elevated compressive stress levels at prestress release as long as long-term camber response is adequately predicted and values are acceptable to the engineer of record.
KW  - Beams
KW  - Compressive stresses
KW  - Curvature
KW  - Double tee beams
KW  - I girders
KW  - Laboratory tests
KW  - Potentiometers
KW  - Prestressed concrete
KW  - Pretensioning
KW  - Specimens
KW  - Strain gages
KW  - Stresses
KW  - Tensile stresses
KW  - U beams
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4086_2.pdf
UR  - https://trid.trb.org/view/772517
ER  - 

TY  - RPRT
AN  - 01018728
AU  - Hall, Whitt
AU  - Bomba, Michael S
AU  - Walton, C Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Using Emergency Notification Software to Improve TxDOT’s AMBER Alert Response
PY  - 2004/08//Technical Report
SP  - 30p
AB  - Although occurrences of life-threatening kidnappings are rare in the United States, each year the media reports on missing children who are later found brutally murdered. Law enforcement officials have learned that one effective tool for preventing injury to missing children has been the America�s Missing: Broadcast Emergency Response, more commonly referred to as an AMBER Alert. AMBER Alerts have become a vital instrument for law enforcement agencies to quickly and widely disseminate information about missing children and their abductors to the general public. State Departments of Transportation (DOTs) frequently contribute to this effort by posting descriptions of suspected abductors� vehicles, along with their license plate information, on Dynamic Message Signs (DMSs) along highways. This study explores the feasibility of using emergency notification software to accelerate communication between Texas Department of Transportation's (TxDOT�s) AMBER Alert command center in Fort Worth and the individual district personnel who are responsible for activating its DMSs. The research tested two modestly priced notification software programs to determine whether they could be used to improve AMBER Alert communication between TxDOT personnel, using commonly carried communication devices (e.g., cellular phones, pagers, etc.). The research project concluded that emergency notification software does create opportunities to decrease intra-agency communication time during AMBER Alert events, but the application of notification software should be introduced slowly and appropriate protocols should be developed to avoid confusion between TxDOT personnel.
KW  - AMBER Alert
KW  - Emergency communication systems
KW  - Information dissemination
KW  - Intra-agency communication
KW  - Law enforcement
KW  - Software
KW  - Traffic control centers
KW  - Variable message signs
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_4450_01_1.pdf
UR  - https://trid.trb.org/view/772516
ER  - 

TY  - RPRT
AN  - 01016474
AU  - Kockelman, Kara M
AU  - Heiner, Jared D
AU  - Hakimi, Shadi
AU  - Jarrett, James
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Right-of-Way Costs and Property Values: Estimating the Costs of Texas Takings and Commercial Property Sales Data
PY  - 2004/08//Technical Report
SP  - 144p
AB  - Right-of-Way (ROW) acquisition for highways and other transportation improvements can be very expensive, time-consuming, and socially sensitive. Accurate ROW cost estimation, efficient acquisition practices, and appropriate federal and/or state laws can be keys to successful completion of ROW acquisition. This report reviews the literature related to ROW acquisition, and highlights the findings of expert interviews. Hedonic price models were proposed using recent acquisition data from several Texas corridors and separate databases of full-parcel commercial sales transactions for Texas’ largest regions. For the latter, the method of feasible generalized least squares (FGLS) was employed to correct the standard error terms for heteroskedasticity. The models presented here add considerably to the literature and research in this area and should prove valuable to ROW professionals, transportation planners, developers, appraisers, and others involved in ROW cost estimation and commercial property valuation. A cost estimation tool developed in Excel, accompanied by a supporting document providing instructions on its application, was presented to Texas ROW administrators as a potential budget estimation tool for future tasks. Furthermore, state condemnation statutes were aggregated and then compared and contrasted for ROW acquisition, noting their associated weaknesses and strengths. This report recommends modifications to current laws in order to expedite the acquisition process, minimize cost, and build property owners’ trust in government actions. Additionally, it describes how state characteristics impact real property condemnation rates. Results indicate that states with the lowest condemnation rates allow early taking of land, land consolidation and land exchange techniques; mandate early public involvement; and require that appraisal details be reported to property owners. They also emphasize negotiation and mediation before filing for condemnation proceedings, while providing comprehensive and detailed laws regarding compensable items. This research also found that variables like rural highway mileage, fraction of land owned by the Federal Government, urban area population, and educational attainment are statistically significant in predicting condemnation rates.
KW  - Appraisals
KW  - Commercial real estate
KW  - Cost estimating
KW  - Education
KW  - Federal laws
KW  - Forecasting
KW  - Hedonic price models
KW  - Heteroscedasticity
KW  - Labor negotiations
KW  - Mediation
KW  - Mileage
KW  - Population
KW  - Property acquisition
KW  - Property condemnation
KW  - Property owners
KW  - Property values
KW  - Public participation
KW  - Right of way (Land)
KW  - Rural highways
KW  - Sales
KW  - State laws
KW  - Taking (Property)
KW  - Texas
KW  - Urban areas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4079_1.pdf
UR  - https://trid.trb.org/view/772498
ER  - 

TY  - RPRT
AN  - 01010680
AU  - Saadeghvaziri, M Ala
AU  - Spillers, William R
AU  - Yin, Libin
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Improvement of Continuity Connection over Fixed Piers
PY  - 2004/08//Final Report
SP  - 139p
AB  - To improve structural efficiency of multi-span simply supported bridges, partial and/or full continuity is provided through cast-in-place concrete diaphragms and decks.  These bridges, known as Simple-Span Precast Prestressed Bridge Girders Made Continuous, are continuous for live loads.  This continuity connection is also beneficial from maintenance point of view by eliminating open joints.  However, continuity connections also have their own structural, construction, and maintenance shortcomings.  Development of positive moments and diaphragm cracking at the internal pier due to time dependent effects of prestressing is a major structural problem that also affects bridge durability and esthetics.  Another issue is that due to reinforcement congestion joint construction is time consuming and thus expensive.  Furthermore, the degree of continuity varies depending on structural and construction conditions.  These problems are common to various design details used by many states in the U.S. In addition to collecting design data from other states and transportation agencies, under this study field performance of bridges is monitored and the results are compared to detailed analytical studies (including finite element analysis) to better understand the behavior and load transfer mechanism of continuity connections.  Using these results, recommendations for changes to existing design and detailing practice are made.  Also, an effective analysis program (CONTINUITY) is developed that can be used by engineers to check the restraint moments caused by the time dependent effects and to examine the degree of continuity of simple span girders made continuous.  Furthermore, an innovative continuity connection using Carbon Fiber Reinforced Polymer (CFRP) has been developed and laboratory tested.  To provide continuity, CFRP reinforcement is attached to the top of the girders over the cast in place diaphragm.  The negative moment over the supports caused by the deck weight balances the positive restraint moment caused by creep in the prestressed girders thus eliminating positive moment cracking.  Structural efficiency is also increased since the girders are continuous under the deck dead load too.  It is shown that the new continuity connection is a viable option and that it addresses the problems and shortcomings associated with the existing design while further enhancing structural integrity and design effectiveness.  Standard design plates and construction sequences are provided and areas for further research are identified.
KW  - Aesthetics
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge piers
KW  - Carbon fibers
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Construction
KW  - Continuous girder bridges
KW  - Costs
KW  - Cracking
KW  - Diaphragms (Engineering)
KW  - Durability
KW  - Field studies
KW  - Finite element method
KW  - Live loads
KW  - Load transfer
KW  - Moments (Mechanics)
KW  - Monitoring
KW  - Performance
KW  - Polymers
KW  - Precast concrete
KW  - Prestressed concrete bridges
KW  - Reinforced plastics
KW  - Structural connection
KW  - Structural integrity
KW  - Time
UR  - https://trid.trb.org/view/763762
ER  - 

TY  - RPRT
AN  - 01010677
AU  - Spasovic, Lazar N
AU  - Ozbay, Kaan
AU  - Mittal, Neha
AU  - Golias, Mike
AU  - Rutgers University, Piscataway
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Estimation of Truck Volumes and Flows
PY  - 2004/08//Final Report
SP  - 261p
AB  - This research presents a statistical approach for estimating truck volumes, based primarily on classification counts and information on roadway functionality, employment, sales volume and number of establishments within the state. Models have been created that may predict truck volumes, flows and percentages at any given location in the state highway network. Profiles of truck traffic are developed for selected roadways, indicating the AADT, truck and passenger car volumes and percentages. The procedure has been modeled into a GIS framework, facilitating data analysis and presentation.
KW  - Annual average daily traffic
KW  - Classification
KW  - Estimates
KW  - Forecasting
KW  - Geographic information systems
KW  - Passenger vehicles
KW  - Sales
KW  - States
KW  - Statistical analysis
KW  - Traffic counts
KW  - Traffic flow
KW  - Truck traffic
KW  - Trucks
KW  - Volume
UR  - http://ntl.bts.gov/lib/25000/25000/25023/TruckVolumeEstimation.pdf
UR  - https://trid.trb.org/view/763685
ER  - 

TY  - RPRT
AN  - 01003358
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Finalization of Guidelines for Maintenance Treatments of Pavement Distress
PY  - 2004/08
SP  - 46p
AB  - This research project focused on developing guidelines to aid less experienced maintenance personnel in selecting repair methods and materials for treating pavement distress.  The first phase of this project is detailed in Research Report 0-4395-1 and included a literature review, visits to field sites, and laboratory testing with common materials used for maintenance base repairs.  Based upon the findings from the work completed in Phase 1, a field guidebook was drafted for use by maintenance personnel to aid in selecting a repair strategy based upon distress type, distress severity, and importance of the road.  This report describes the remaining phase of the project.  With Texas Department of Transportation (TxDOT) personnel, the research team visited several locations in need of maintenance treatments and documented what treatment would be recommended from the draft field guide.  The research team also noted the treatment planned by the TxDOT maintenance supervisor.  In this manner, the recommendations from the draft field guide were checked to ensure they were relatively consistent with the state of the practice within TxDOT.  Based upon the findings and comments received, the research team made some minor changes and additions to the draft field guide to finalize the guide for publication and distribution.  The final version of the guide is available as product 0-4395-P2.
KW  - Field studies
KW  - Guidelines
KW  - Pavement distress
KW  - Pavement maintenance
KW  - State of the practice
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/759660
ER  - 

TY  - RPRT
AN  - 01001259
AU  - Hopwood, Theodore
AU  - Brown, Robert
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Evaluation of the Service Performance of Bridge Components
PY  - 2004/08//Final Report
SP  - 116p
AB  - This study was initiated to provide review of common bridges to determine the performance of their components.  Seven bridge types were selected that constituted 85% of the Kentucky Transportation Cabinet (KYTC) bridge inventory.  Kentucky Transportation Cabinet (KTC) researchers inspected 319 bridges.  Common details/components were identified and evaluated including features of interest to the KYTC Study Advisory Committee.  In addition to those findings, KTC researchers evaluated KYTC National Bridge Inventory reports and maintenance needs forms for the same bridges.  Design modifications/material changes were recommended to improve performance of new bridges.  Additionally, remedial measures were identified that would enhance the durability of existing bridges.  Recommendations were also provided that would permit a more proactive approach to bridge maintenance activities.
KW  - Bridge design
KW  - Bridges
KW  - Improvements
KW  - Inspection
KW  - Kentucky
KW  - Maintenance
KW  - National Bridge Inventory
KW  - Performance
KW  - Recommendations
KW  - Rehabilitation (Maintenance)
UR  - https://trid.trb.org/view/756834
ER  - 

TY  - RPRT
AN  - 01001201
AU  - Fallat, George
AU  - Sollohub, Darius
AU  - Jeng, One-Jang
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Public Transit Schedules - Timetables People Can Actually Read
PY  - 2004/08
SP  - 83p
AB  - There has been extensive research on effective methods for visual information presentation that has lead to the establishment of useful principles for implementation.  In the book Human Factors in Engineering and Design, Sanders and McCormick (1993) discuss a number of important visual display features, including typography (e.g. stroke width, font type, size), layout (interletter spacing, interline spacing, logical grouping and layout of information), color, and information grouping.  In his book titled "The Visual Display of Quantitative Information", Tufte (1983) uses many examples of good and poor designs to illustrate important factors for quantitative visual presentations.  Through these and other references as well as feedback from customer focus groups and surveys, the research team proposes to (1) determine how well current timetables serve both bus riders and non-bus users; (2) identify the major deficiencies in the current timetable design; and (3) develop more effective layout schemes.
KW  - Bus transit
KW  - Buses
KW  - Color
KW  - Design
KW  - Human factors
KW  - Information grouping
KW  - Page layout
KW  - Public transit
KW  - Ridership
KW  - Schedules
KW  - Timetables
KW  - Typography
KW  - Visual display
UR  - https://trid.trb.org/view/757026
ER  - 

TY  - RPRT
AN  - 01000943
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Developing Input Parameters of Enhanced VESYS5 Program
PY  - 2004/08
SP  - 52p
AB  - VESYS5 is a probabilistic and mechanistic flexible pavement analysis computer program.  It predicts asphalt pavement performance [rutting, fatigue cracking, present serviceability index (PSI), etc.] over time.  Also, it has been successfully used to analyze asphalt pavement performance under field traffic and under accelerated pavement testing loads.  In the past year the Texas Transportation Institute has upgraded and enhanced the VESYS5 program to the Windows version with user-friendly input and output interfaces.  This report documents the guidelines for developing the input parameters for the enhanced VESYS5 program.
KW  - Accelerated tests
KW  - Asphalt pavements
KW  - Computer programs
KW  - Fatigue (Mechanics)
KW  - Flexible pavements
KW  - Guidelines
KW  - Input parameters
KW  - Pavement cracking
KW  - Pavement performance
KW  - Present serviceability index
KW  - Rutting
KW  - Traffic loads
KW  - VESYS5 (Computer program)
UR  - https://trid.trb.org/view/756682
ER  - 

TY  - RPRT
AN  - 00989223
AU  - Lundy, J R
AU  - Wurl, R C
AU  - Remily, M D
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT AND APPLICATION OF A STATISTICAL QUALITY ASSESSMENT METHOD FOR DENSE-GRADED MIXES
PY  - 2004/08
SP  - v.p.
AB  - This report describes the development of the statistical quality assessment method and the procedure for mapping the measures obtained from the quality assessment method to a composite pay factor.  The application to dense-graded mixes is demonstrated with an example.  This report also describes the development of a smoothness specification based on the International Roughness Index (IRI).  A draft smoothness specification is also included in the appendices.  The research team developed a methodology to measure the quality of dense-graded asphalt mixes based on a statistical function called a loss function.  Various formulations of the loss function are routinely used in manufacturing to provide quality control/quality assurance measures.  The methodology developed for this project provides a pay incentive to contractors that exceed quality expectations, and a penalty to those who fall short of quality expectations. The methodology encourages contractors to produce asphalt mixes that are consistent with specifications with minimum variability.  Two principal specification-related products were produced.  The first product allows the Oregon Department of Transportation (ODOT) to statistically judge the hot mix asphalt quality using the loss function.  Second, data analyses showed that project smoothness, as measured by IRI, could be incorporated into an ODOT specification, but only in the form of percent improvement in ride over the existing roadway.
KW  - Asphalt mixtures
KW  - Dense graded mixes
KW  - Hot mix asphalt
KW  - Incentives
KW  - International Roughness Index
KW  - Payment
KW  - Penalties
KW  - Quality assurance
KW  - Quality control
KW  - Smoothness
KW  - Specifications
KW  - Statistical quality control
UR  - http://egov.oregon.gov/ODOT/TD/TP_RES/docs/Reports/densegrade.pdf
UR  - https://trid.trb.org/view/755176
ER  - 

TY  - RPRT
AN  - 00987664
AU  - Rice, R
AU  - Winter Alpine Engineering
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - AVALANCHE HAZARD REDUCTION USING THE DOPPELMAYR "AVALANCHE GUARD" CACHE AND MORTAR TECHNOLOGY
PY  - 2004/08
SP  - 71 p.
AB  - Increased travel demand on the winter/alpine roads of the western USA has resulted in a dramatic increase in the hazard from snow avalanches to motorists and maintenance personnel. The objective of this investigation was to demonstrate, evaluate, and operationally integrate an avalanche control delivery system that can improve all-weather explosive delivery, efficiency, and cost effectiveness for the Wyoming Department of Transportation (WYDOT) avalanche control program on Teton Pass in Jackson Hole, Wyoming.  To meet these objectives, an emerging European technology in automated operable cache storage and mortar delivery system, the Doppelmayr Avalanche Guard was deployed on Teton Pass.  In addition, the objective was to investigate if the Avalanche Guard was a reliable, robust, and operational viable alternative (or additional) method for delivering avalanche control explosives to avalanche starting zones in all-weather conditions for state DOT avalanche control programs on the winter alpine roads of the western U.S.  The specific tasks associated with this investigation included: 1) site planning for both Teton Pass and Hoback Canyon, 2) Avalanche Guard installation, training test firing, and operational loading and integration, and 3) evaluation of system performance and operational integration, as well as lessons learned.  During the 2003-2004 winter season, the Avalanche Guard was deployed operationally and evaluated in WYDOT District 3 on Teton Pass.  The Avalanche Guard was successfully integrated into the WYDOT avalanche control program.  In addition, the Avalanche Guard provided an effective all-weather explosive delivery and cost effective system for the WYDOT avalanche control program.
KW  - Avalanche control delivery system
KW  - Avalanches
KW  - Cost effectiveness
KW  - Hazards
KW  - Installation
KW  - Mountain roads
KW  - Passes (Mountains)
KW  - Performance
KW  - Testing
KW  - Wyoming
UR  - https://trid.trb.org/view/753566
ER  - 

TY  - RPRT
AN  - 00986028
AU  - Harris, P
AU  - Scullion, T
AU  - Sebesta, S
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - HYDRATED LIME STABILIZATION OF SULFATE-BEARING SOILS IN TEXAS
PY  - 2004/08
SP  - 46 p.
AB  - Sulfate-bearing subgrade soils treated with calcium-based stabilizers often experience heaving problems (three-dimensional swell) due to chemical reactions with the sulfate and/or sulfide minerals.  This project focuses on determining the sulfate content at which the deleterious chemical reactions occur and on evaluating the effectiveness of alternative construction practices aimed at reducing swell in high-sulfate soils.  These practices include extended mellowing, double lime application, and increasing field moisture contents.  To determine what concentrations of sulfate are too high for stabilization with lime in Texas, a soil from the Vertisol order that contained no detectable sulfates was selected for three-dimensional swell measurements.  Two different sulfate compounds were added to the soil:  sodium sulfate (Na2SO4) and gypsum (CaSO4.2H2O).  Samples containing sulfate concentrations of 0, 1000, 2000, 3000, 5000, 7000, and 12,000 parts per million (ppm) were then subjected to a three-dimensional swell test for a minimum of 45 days.  Results of these systematic swell experiments revealed the following: (1) sulfate contents up to 3000 ppm can safely be treated with traditional lime stabilization; (2) coarse-grained sulfates take longer to swell and form deleterious reaction products; (3) mellowing effectively treats sulfate concentrations up to at least 7000 ppm; (4) higher molding moisture contents (2% above optimum) reduce swell better than optimum moisture; and (5) single application of lime reduces swell better than double application.  This study, using systematic laboratory experiments, confirmed empirical field observations of sulfate limits presented by other investigators.
KW  - Calcium hydroxide
KW  - Gypsum
KW  - Laboratory tests
KW  - Moisture content
KW  - Sodium sulfate
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Sulfates
KW  - Swelling soils
KW  - Texas
UR  - https://trid.trb.org/view/748023
ER  - 

TY  - RPRT
AN  - 00984521
AU  - Hutabarat, R S
AU  - Lam, J B
AU  - Lawrence, M F
AU  - Jack Faucett Associates
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - REMEDIES FOR DRIVER ERROR
PY  - 2004/08
SP  - 118 p.
AB  - Driver error is estimated to cause about half of all traffic accidents in Arizona and the United States.  To understand driver error and related remedies, this reference document provides results from a literature review, a survey of state agencies, and a number of case studies to identify innovative and effective remedies for driver error as well as factors affecting their success.  The literature review outlines the different types of driver error and contributing factors as well as the effects of risk homeostasis and motivation.  The literature review also provides information on a range of education, enforcement, and engineering measures used to reduce the frequency of these errors and address the perceived costs or risks associated with different driver behaviors.  A survey of state practices highlights effective strategies such as targeted campaigns integrating education and enforcement, as well as low cost, preventative engineering solutions such as rumble strips and improved signage and pavement markings.  More detailed descriptions of strategies are also provided in five best practice case studies from around the United States. Literature, survey, and case study information provide a number of lessons regarding the features of a successful program of remedies for driver error.
KW  - Best practices
KW  - Case studies
KW  - Countermeasures
KW  - Driver errors
KW  - Literature reviews
KW  - Road markings
KW  - Rumble strips
KW  - Safety campaigns
KW  - State government agencies
KW  - Strategic planning
KW  - Surveys
KW  - Traffic crashes
KW  - Traffic law enforcement
KW  - Traffic safety education
KW  - Traffic signs
KW  - United States
UR  - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/1257/rec/1
UR  - https://trid.trb.org/view/745712
ER  - 

TY  - RPRT
AN  - 00984522
AU  - Saber, A
AU  - Toups, J
AU  - Guice, L
AU  - Tayebi, A
AU  - Louisiana Tech University, Ruston
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - CONTINUITY DIAPHRAGM FOR SKEWED CONTINUOUS SPAN PRECAST PRESTRESSED CONCRETE GIRDER BRIDGES
PY  - 2004/08
SP  - 320 p.
AB  - Continuity diaphragms used on skewed bents in prestressed girder bridges cause difficulties in detailing and construction. Details for bridges with large diaphragm skew angles (>30 deg) have not been a problem for the Louisiana Department of Transportation and Development.  However, as the skew angle decreases or when the girder spacing decreases, the connection and the construction become more difficult.  Even the effectiveness of the diaphragms is questionable at these high skews.  Thus, the need for continuity diaphragms for skewed continuous span precast prestressed concrete girder bridges is investigated.  The bridge parameters considered in this study are based on results of a survey sent to other states' bridge engineers and design of experiment techniques.  The parameters include girder type, bridge skew angle, girder spacing, span length, and diaphragm skew angle.  The effects of continuity diaphragms on stresses and deflections from truck and lane loading on continuous skewed bridges are evaluated and results provide a fundamental understanding of the load transfer mechanism in diaphragms of skewed bridges.  The effectiveness of continuity diaphragms for skewed continuous bridges is limited. The outcome of the research will reduce the construction and maintenance costs of bridges in the state of Louisiana and the nation.
KW  - Bridge spans
KW  - Continuous girder bridges
KW  - Deflection
KW  - Diaphragms (Engineering)
KW  - Girder spacing
KW  - Load transfer
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Skew angle
KW  - Skew bridges
KW  - Stresses
UR  - http://www.ltrc.lsu.edu/pdf/2004/fr_383.pdf
UR  - https://trid.trb.org/view/745713
ER  - 

TY  - RPRT
AN  - 00983455
AU  - Crabtree, J D
AU  - Walton, J R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
AU  - Kentuckiana Regional Planning and Development Agency
TI  - DEVELOPING AN INTELLIGENT TRANSPORTATION SYSTEMS (ITS) ARCHITECTURE FOR THE KIPDA REGION
PY  - 2004/08
SP  - 249 p.
AB  - This report describes the development of a regional Intelligent Transportation Systems (ITS) Architecture for the five-county urban area under the auspices of the Kentuckiana Regional Planning and Development Agency (KIPDA).  The architecture development process included the following steps:  (1) Preliminary Architecture Work; (2) Inventory of Existing and Planned Projects; (3) Assessment of Regional Needs; (4) Development of Preliminary Architecture; (5) Review and Revision of Architecture; and (6) Delivery of Final Architecture and Documentation.  Principal tools used in the development included the National ITS Architecture (version 4.0) and the Turbo Architecture software (version 2.0).  Deliverables included the architecture database (created using the Turbo software), a set of 61 customized market package diagrams (representing 36 market packages), and several reports generated by the Turbo software.
KW  - Intelligent transportation systems
KW  - National ITS Architecture
KW  - Regional planning
KW  - Software
KW  - System architecture
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_23_KIPDA_02_1F.pdf
UR  - https://trid.trb.org/view/745431
ER  - 

TY  - RPRT
AN  - 00983447
AU  - Rajagopal, A
AU  - Croteau, J
AU  - Infrastructure Management and Engineering, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - COMPARISON AND DEFINITION OF STATE DOT'S PRACTICES IN SELECTION OF MATERIALS FOR PAVEMENTS
PY  - 2004/08
SP  - 190 p.
AB  - This report presents the details of a study conducted to review the Ohio Department of Transportation's (ODOT's) current pavement material selection practices and suggest improvements where necessary.  The study was initiated by ODOT's Office of Materials Management as part of its continuing effort to improve the quality and cost effectiveness of the materials used to construct pavements in Ohio.  This report synthesizes the state-of-the-practice review of pavement materials selection procedures and criteria in Ohio and other state DOTs.  The study was conducted in three parts:  (i) a review of the literature, (ii) a survey of state DOTs, and (iii) a critical review of ODOT practices, including recommendations for improvement.  The results of the literature review and the survey of the states (presented as an interactive computer database) will primarily be of interest to the ODOT technical staff who are involved in the day-to-day details of the materials selection process.  The critical review of ODOT's practices will be of interest to ODOT managers responsible for charting the future course of the program.  No significant changes in ODOT's material selection procedures are needed.  Indeed, a review of ODOT's procedures, in comparison to the practices presented in the published literature and described in a survey of state agencies (conducted as a part of this study), conveys an extremely positive impression, which reflects favorably upon the department as a whole.  The Office of Materials Management provides necessary support services and at the same time constantly strives to identify areas in need of improvement. The principal recommendations of the study are that two asphalt materials (foamed asphalt and warm mix asphalt), several recycled materials, and an improved aggregate test procedure (the Micro Deval procedure) be further evaluated to determine their potential for providing better performing and/or more economical Ohio pavements.
KW  - Cost effectiveness
KW  - Literature reviews
KW  - Materials management
KW  - Materials selection
KW  - Ohio Department of Transportation
KW  - Pavement design
KW  - Quality control
KW  - Recommendations
KW  - State departments of transportation
KW  - State of the practice
KW  - Surveys
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A57226039
UR  - https://trid.trb.org/view/745423
ER  - 

TY  - RPRT
AN  - 00982159
AU  - Hamilton, H R
AU  - Puckett, J A
AU  - Gray, B
AU  - Wang, P
AU  - Deschamp, B
AU  - McManus, P
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - TRAFFIC SIGNAL POLE RESEARCH
PY  - 2004/08
SP  - 159 p.
AB  - Two signal structures collapsed in Wyoming in the 1990s.  The collapse was a result of the fracture of the connection between the cantilever signal light support pole and the vertical pole connected to the foundation.  The traffic pole failed at the welds as a result of fatigue cracking, not under an extreme-event wind.  Large amplitude vibrations can be caused by galloping of the cantilever pole during wind speeds in the range of 10-30 mph.  Wind loadings produce signal pole movement that results in a combination of in-plane and out-of-plane motion. Out-of-plane motion contributes significantly to fatigue stresses on the connection.  Fatigue tests were performed on three signal pole connection specimens that were removed from service because of indications of fatigue cracking based on visual inspection.  Acoustic emission (AE) testing was conducted on the fatigue specimens at selected times during fatigue testing.  The following conclusions can be made:  (1) Feasibility of AE monitoring was established and a reasonable correlation between AE severity and crack growth rate were established during fatigue testing.  (2) "First Hit" filtering algorithm was created using Visual Basic programming.  This program was used to calculate the severity and historic index from the AE feature data.  (3) Severity indications varied with direction of load (push vs. pull) and damage location.  This observation may indicate the need to bi-directionally load the structure in both the in-plane and out-of-plane direction to activate the fatigue crack propagation, thereby initiating acoustic emissions.  Finite element analyses (FEA) were conducted on typical connection details and compared to the results of static tests on a specimen with an open connection. Key results are:  (1) Significant distortion of the circular cross section of the post occurs when the mast-arm is loaded out-of-plane.  Stresses near the corner of the connection are significantly higher than those caused by the in-plane loading. (2) Stress concentration factors were established for the analyzed connections.  Factors for in-plane loading are approximately 10 while the factors for out-of-plane loading are approximately 20.  The present Wyoming Department of Transportation stiffened design does little to decrease stresses due to in-plane loading.  (3) American Welding Society (AWS) recommendations for fatigue using actual hot-spot stress or stress concentration factors may be non-conservative for out-of-plane bending.
KW  - Acoustic emission tests
KW  - Cantilevers
KW  - Cracking
KW  - Failure
KW  - Fatigue (Mechanics)
KW  - Fatigue tests
KW  - Finite element method
KW  - Poles (Supports)
KW  - Static tests
KW  - Stresses
KW  - Structural connection
KW  - Traffic signals
KW  - Vibration
KW  - Welds
KW  - Wind
UR  - https://trid.trb.org/view/743273
ER  - 

TY  - RPRT
AN  - 00982105
AU  - Shankar, V
AU  - Chayanan, S
AU  - Sittkariya, S
AU  - Shyu, M-B
AU  - Ulfarsson, G
AU  - Juvva, N K
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - MEDIAN CROSSOVER ACCIDENT ANALYSES AND THE EFFECTIVENESS OF MEDIAN BARRIERS
PY  - 2004/08
SP  - 70 p.
AB  - This research explored the use of count models to determine design and weather factors correlated with median crossover crashes on Washington State highways.  The study 1) developed a roadside data system that can be consistently and systematically used in all six regions of Washington State; 2) developed a decision matrix comprising geometric, environmental, and traffic factors for estimating crossover probability ranges; and 3) examined the impacts of barriering.  Longitudinal data for the period 1990 to 1994 containing crash information on vehicle crossovers on non-barriered medians on Washington State highways were used as the dataset for this study.  Two types of statistical models were examined:  1) a model that forecasts the mean number of yearly median crossovers, and 2) a model that examines the contribution of roadway geometrics, median widths, weather, traffic volumes and roadside characteristics to the annual societal cost of median crossovers.  Results of the study suggest these design policies:  Barrier all medians less than or equal to 50 ft wide; do not install barriers for medians wider than 60 ft; consider case-by-case barriering medians in the 50-ft to 60-ft range.
KW  - Cross median accidents
KW  - Design
KW  - Forecasting
KW  - Geometric design
KW  - Impacts
KW  - Mathematical models
KW  - Median barriers
KW  - Median width
KW  - Medians
KW  - Policy
KW  - Roadside
KW  - Traffic crashes
KW  - Traffic volume
KW  - Washington (State)
KW  - Weather
UR  - http://depts.washington.edu/trac/bulkdisk/pdf/591.1.pdf
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/591.1.pdf
UR  - https://trid.trb.org/view/743248
ER  - 

TY  - RPRT
AN  - 00980587
AU  - Dessouky, Maged
AU  - Ioannou, P
AU  - Jula, H
AU  - California Department of Transportation
AU  - University of Southern California, Los Angeles
AU  - Research and Special Programs Administration
AU  - Federal Highway Administration
AU  - National Center for Metropolitan Transportation Research
TI  - A NOVEL APPROACH TO ROUTING AND DISPATCHING TRUCKS BASED ON PARTIAL INFORMATION IN A DYNAMIC ENVIRONMENT
PY  - 2004/08
SP  - 49 p.
AB  - Congestion affects the trucking industry on three major service dimensions:  travel time, reliability and cost.  Most of the developed techniques and models for planning, routing and scheduling in the trucking industry assume known static data as their input.  For instance, in the vehicle routing problem, the customer demands, travel costs, and travel times are known in advance.  In this case, the fundamental problem is to determine the optimal route that minimizes a certain objective such as fleet size and travel distance.  The built-in assumption of these approaches is that there will be small deviations on the realization of the demand and travel times from the plan so that the predetermined routes form a basis for either the pickup or delivery schedule.  In the real world, however, operations in any traffic network contain a fairly high degree of uncertainties including variable waiting and travel times due to traffic congestion, arrival of new orders, and cancellation of existing orders.  In a highly dynamic and stochastic environment, the pre-planned optimal routes are of no practical use.  In this case, most of the research effort has focused on easy to control dispatching rules.  The drawback with these techniques is that they do not make use of preplanned and known information.  There is a gap in the routing literature for systems that operate between the two ends of the spectrum, which is the most realistic condition for trucking operations.  This research on partial route development addresses this gap by developing a new approach within an area that has received little attention.  In a simulation study, the authors demonstrate the benefits of the partial routing approach over the pre-planned and dispatching methodologies.
KW  - Dispatching
KW  - Methodology
KW  - Pickup and delivery service
KW  - Routes and routing
KW  - Simulation
KW  - Traffic congestion
KW  - Travel time
KW  - Trip length
KW  - Trucks
KW  - Vehicle fleets
UR  - http://ntl.bts.gov/lib/24000/24700/24749/03-01_Dessouky.doc
UR  - https://trid.trb.org/view/740968
ER  - 

TY  - RPRT
AN  - 00980588
AU  - Johnson, E A
AU  - Elmasry, MIS
AU  - California Department of Transportation
AU  - Research and Special Programs Administration
AU  - University of Southern California, Los Angeles
AU  - National Center for Metropolitan Transportation Research
AU  - Federal Highway Administration
TI  - PARAMETRIC FREQUENCY DOMAIN IDENTIFICATION USING VARIABLE STIFFNESS AND DAMPING DEVICES
PY  - 2004/08
SP  - 53 p.
AB  - Accurate diagnosis of structural health is a vital step in protecting structures.  An autonomous monitoring system that has the capability of predicting the location of damage would have a positive economic impact, not to mention the potential for saving lives, by giving quick assessments of structural health and whether immediate evacuation of, or rerouting, around a structure is necessary.  The process of monitoring structural health and identifying damage severity and location is generally termed structural health monitoring.  The core of this project is to investigate how variable stiffness and damping devices (VSDD) can be most effectively used to identify local damage in bridges and building structures.  Using one or more VSDDs to modify the response, simulated damage is detected, localized and quantified. One fundamental goal is to determine the best VSDD actions, whether adding damping or stiffness, to precisely and robustly locate and identify bridge damage.  This study is based on simulation of bridge motion and other structures due to ambient excitation sources.  Several VSDD behaviors, such as variable stiffness mode and variable damping mode, are studied in the context of a frequency domain analysis.  These analyses are performed on simple models of bridge and building dynamics (e.g., 2 degree-of-freedom shear model systems and a 6 degree-of-freedom model).  Structural behavior is assumed locally linear before damage and after damage.  Generally, VSDDs were successful in improving the damage identification in structures using the variable stiffness mode but rather unsuccessful in the variable damping only mode.  In addition to demonstrating the potential of using variable stiffness and damping devices to improve structural health monitoring, this study also provides some insights into future research directions.
KW  - Bridges
KW  - Damping (Physics)
KW  - Degrees of freedom
KW  - Frequency domain analysis
KW  - Inspection
KW  - Monitoring
KW  - Parametric analysis
KW  - Stiffness
KW  - Structural analysis
KW  - Structural health monitoring
KW  - Variable stiffness and damping devices
UR  - http://ntl.bts.gov/lib/24000/24700/24748/01-10_Johnson.doc
UR  - https://trid.trb.org/view/740969
ER  - 

TY  - RPRT
AN  - 00980072
AU  - Wendtland, M
AU  - Tannehill, R
AU  - Schroeder, M
AU  - Kolcz, A
AU  - ITS Engineers and Constructors, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - TRANSPORTATION COMMUNICATIONS INTEROPERABILITY: PHASE 1 - NEEDS ASSESSMENT
PY  - 2004/08
SP  - 189 p.
AB  - The Arizona Department of Transportation's (ADOT's) ability to successfully fulfil its responsibilities for highway maintenance and construction, event traffic management, incident response, and regional security depends on reliable radio communications among its field units and with partner agencies.  This needs assessment research represents an initial step in a comprehensive ADOT program aimed at improving statewide radio communications interoperability internally and with ADOT's various partner agencies.  Currently no single radio frequency in the state allows for all responder groups to talk to each other.  A critical need exists for secure cross-channel communications both within ADOT and with its transportation agency and emergency response partners of all levels.  It is anticipated that systematic and coordinated equipment and infrastructure upgrades combined with shared and enforced communications protocols will overcome the lack of common radio frequencies, channels, or system between response team agencies, and across jurisdictional boundaries.  The results of this project help define effective transportation interoperability throughout Arizona, and support ADOT's planning and future tests and deployments, for operations and for local and regional incident response and command.
KW  - Arizona Department of Transportation
KW  - Communications
KW  - Equipment
KW  - Infrastructure
KW  - Interoperability
KW  - Mobile radio
KW  - Needs assessment
KW  - Protocols
KW  - Radio
KW  - Transportation
KW  - Wireless communication systems
UR  - http://ntl.bts.gov/lib/24000/24800/24851/AZ561.pdf
UR  - https://trid.trb.org/view/740794
ER  - 

TY  - RPRT
AN  - 00980070
AU  - Romanoschi, S
AU  - Hossain, M
AU  - Lewis, P
AU  - Dumitru, O
AU  - Kansas State University, Manhattan
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - ACCELERATED TESTING FOR STUDYING PAVEMENT DESIGN AND PERFORMANCE (FY 2002): PERFORMANCE OF FOAMED ASPHALT STABILIZED BASE IN FULL DEPTH RECLAIMED ASPHALT PAVEMENT
PY  - 2004/08
SP  - 148 p.
AB  - This report covers the Fiscal Year 2002 project conducted at the Accelerated Testing Laboratory at Kansas State University.  The project was selected and funded by the Midwest Accelerated Testing Pooled Fund Program, which includes Iowa, Kansas, Missouri and Nebraska.  The objective of this research was to determine the effectiveness of the use of foamed asphalt stabilized Recycled Asphalt Pavement from full-depth reclamation (FAS-FDR) as base material for flexible pavements.  The experiment consisted of constructing four pavements, one with a 9-in. conventional Kansas AB-3 granular base and three with 6-, 9-, and 12-in. FAS-FDR, and subjecting them to full-scale accelerated pavement test.  All four pavement sections were loaded with 500,000 ATL load repetitions, at room temperature and under moderate moisture levels in the subgrade soil.  The measured stresses and strains as well as the permanent deformation (rutting) observed on the pavement sections indicated that FAS-FDR can be successfully used as a base material.  The measured rut depths and compressive vertical stresses at the top of the subgrade suggest that 1-in. FAS-FDR base shows performance equivalent to that of 1-in. conventional Kansas AB-3 granular base.  The effective structural number computed from the FWD deflection tests on the as-constructed pavements showed that average structural layer coefficient for the FAS-FDR base material is 0.18.
KW  - Accelerated tests
KW  - Asphalt pavements
KW  - Base course (Pavements)
KW  - Deflection tests
KW  - Foamed asphalt
KW  - Full-depth reclamation
KW  - Layer coefficient (Pavements)
KW  - Load tests
KW  - Pavement design
KW  - Pavement performance
KW  - Recycled materials
KW  - Repeated loads
KW  - Rut depth
KW  - Rutting
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Structural number (Pavements)
KW  - Thickness
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003692154
UR  - http://ntl.bts.gov/lib/24000/24800/24884/KS038_Report.pdf
UR  - https://trid.trb.org/view/740792
ER  - 

TY  - RPRT
AN  - 00980061
AU  - Carr, E
AU  - ICF Consulting
AU  - Federal Highway Administration
TI  - IMPLICATIONS OF THE IMPLEMENTATION OF THE MOBILE6 EMISSIONS FACTOR MODEL ON PROJECT-LEVEL IMPACT ANALYSES USING THE CAL3QHC DISPERSION MODEL
PY  - 2004/08
SP  - 104 p.
AB  - This study explores how the use of the Environmental Protection Agency's MOBILE6 impacts project-level analyses.  It looks at how changes in MOBILE6 impact project level results, affect the process for project-level analysis, and impact screening assessment procedures.  Briefly summarized, the principal findings from this study are as follows:  (a) Application of MOBILE6 for freeways in the near future years coupled with high traffic volumes and high background concentrations may present problems not currently demonstrated with MOBILE5; (b) Intersections with high start fractions and high volumes appear to have a strong potential for exceeding the carbon monoxide standard; (c) Intersection modeling will need to change "worst case" modeling receptors from intersection-based to using a mid-block location.  For mitigation, the traditional approach of increasing intersection capacity to achieve higher average speeds may result in overall emission increases; (d) It appears likely that detailed modeling can be excluded for both intersection and freeway locations with level of service (LOS) E or better under a wide variety of conditions, especially when looking beyond the near-term period (2015 or later); and (e) Potential problem locations requiring detailed modeling still remain.  These sensitive locations include: locations in very close proximity to very high volume freeways; locations with an extraordinary rate of start emissions, such as near a park-and-ride lot or central business district parking garage; a fleet much older than the national default age distribution; and locations with an unusually high background concentration.
KW  - Carbon monoxide
KW  - Environmental impact analysis
KW  - Freeways
KW  - Intersections
KW  - Level of service
KW  - MOBILE6 (Computer model)
KW  - Project-level analyses
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/mobile6.pdf
UR  - https://trid.trb.org/view/740784
ER  - 

TY  - RPRT
AN  - 00979969
AU  - Baus, R L
AU  - Hong, W
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF PROFILER-BASED RIDEABILITY SPECIFICATIONS FOR ASPHALT PAVEMENTS AND ASPHALT OVERLAYS
PY  - 2004/08
SP  - 120 p.
AB  - This report summarizes a study undertaken to develop new asphalt concrete pavement rideability specifications for the South Carolina Department of Transportation (SCDOT).  The study included a review of current SCDOT rideability equipment, specifications and practices, a literature review and survey of state highway agency practice, purchase of two non-contacting inertial profilers, and data collection and analysis.  New draft International Roughness Index (IRI)-based rideability specifications are proposed along with guidelines for rideability testing.  Despite some reservations about the repeatability and reproducibility of profiler output, profilers were believed to hold great promise for efficient construction quality control.  The proposed rideability specifications are based largely on correlations with current SCDOT Mays Ride Meter specifications, consideration of IRI-based specification used by other agencies, and, to a lesser degree, past performance of SCDOT contractors.  It is not known if the proposed specifications are optimal in terms of the SCDOT's rideability testing resources and most cost effective in terms of pavement life-cycle costs.  It is recommended that the draft rideability specification be implemented on a trial basis.  Refinements to the proposed specifications may be deemed necessary or desirable during or after the trial implementation period.
KW  - Asphalt concrete pavements
KW  - Bituminous overlays
KW  - Inertial profilers
KW  - International Roughness Index
KW  - Literature reviews
KW  - Quality control
KW  - Ride quality
KW  - Road construction
KW  - Smoothness
KW  - Specifications
KW  - State highway departments
KW  - Surveys
KW  - Testing equipment
UR  - https://trid.trb.org/view/740747
ER  - 

TY  - RPRT
AN  - 00979948
AU  - Winkelman, T J
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - OPEN GRADED DRAINAGE LAYER PERFORMANCE IN ILLINOIS
PY  - 2004/08
SP  - 68 p.
AB  - The sustained presence of free water in the foundation layers of a pavement can be detrimental to the entire pavement structure. The presence of water can lead to a loss of substructure support, fatigue cracking, stripping, faulting, pumping, and various other surface distresses.  The challenge of removing this water from the foundation layers of a pavement has confronted pavement designers and engineers since the construction of the first hard surfaced road.  Many concepts and materials have been produced to address the issue of water in pavement structures.  Pipe underdrains, french drains, impermeable subbase materials, geotextile fabrics, pavement sealers, and other products have been developed to try and keep water out of the pavement structure.  In addition to these products, the concept of an open graded drainage layer was developed as a foundation layer that could effectively move water from beneath the pavement and into an underdrain system. Illinois experimented with the use of open graded drainage layers during the late 1980s and early 1990s.  Four projects were constructed to monitor the effectiveness of the drainage layer and the performance of the pavement.  Five additional projects were constructed based on the early performance of the monitored projects.  However, continued monitoring of the initial projects, and additional projects, indicated two of the pavements were quickly deteriorating.  Superficial pavement distress, severe lane to shoulder settlement, and high pavement deflections for these two projects indicated a failure of the pavement structure.  Based on the performance of these projects, a moratorium on the construction of open graded drainage layers was issued for Illinois in January of 1996.  This report covers the construction, performance, and rehabilitation for six of the nine projects.  In addition, the project costs, traffic volumes, modes of failure, and maintenance activities are addressed. Finally, conclusions on the performance of these pavement sections and recommendations for future projects are included.
KW  - Costs
KW  - Deflection
KW  - Deterioration
KW  - Differential settlement
KW  - Drainage
KW  - Failure analysis
KW  - Illinois
KW  - Open graded aggregates
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Subbase materials
KW  - Traffic volume
UR  - http://ntl.bts.gov/lib/24000/24800/24807/PRR_No147_OGDL_Final_Report.pdf
UR  - https://trid.trb.org/view/740726
ER  - 

TY  - RPRT
AN  - 00978609
AU  - Johnson, C
AU  - Billig, P
AU  - Khadem, D
AU  - Waterstone Environmental Hydrology and Engineering, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - A RISK-BASED RANKING SYSTEM FOR CDOT SALT PILE FACILITIES
PY  - 2004/08
SP  - 110 p.
AB  - Many of the Colorado Department of Transportation's (CDOT's) 200 maintenance yards are contaminated with sodium chloride (NaCl) after decades of using sand/salt piles that were stored in the yard and exposed to the elements.  The current regulatory approach stipulated by the Colorado Department of Public Health and Environment is to determine a background level of salt in the immediate area and require CDOT to remediate the contaminated soil down to a level that is no more than three times the background concentrations.  CDOT recently spent $158,000 excavating the on-site "contaminated" portion of the maintenance yard at Soda Lakes (on Hampden in Lakewood) and still needs to address the off-site impacts.  The estimated cost to remediate up to 200 maintenance yards ranges from $10 million to $40 million. The goal of this research is to produce a preliminary facility ranking system, utilizing a risk-based model, that is protective of human health and the environment for salt contamination in soil, groundwater and surface water.  Concurrent and parallel activities are to identify salt toxicity values that are appropriate to the ecosystem and habitat in which a facility is located and to develop an approach to identify and evaluate potential impacts to groundwater that may be used as a drinking water source.  The objective is to replace a highly subjective background-based standard for remediation with a risk-based, toxicological approach that is based on sound science and meets statutory requirements.  The current background approach to remediation of salt-contaminated soil is very expensive and is not linked to site-specific protection of human health and the environment.  A site-specific, risk-based facility ranking system will provide CDOT with a strategy for allocating limited resources and will be the basis of a planning process for the cleanup of facilities in a prioritized, protective and cost-effective manner.  CDOT will be able to use a broad-based and consistent, risk-based model, customized by physiographic region and county for key site parameters, as a screening tool to: rank the priority of a site for further investigation; conduct a preliminary site-specific, risk-based screen at high priority sites; and evaluate the potential extent of contamination for mitigation or remediation purposes.  It is anticipated that this risk-based approach will cut remediation costs substantially.  Currently, regulations require that background be assessed and salt levels compared to background without the benefit of looking at the potential risk to receptors.  This process will allow the vulnerability of the media that transport the salt, and the vulnerability of the receptors to that salt will determine cleanup actions.  The estimation is that tens of millions of dollars in cleanup monies will be saved by the taxpayers.
KW  - Cost effectiveness
KW  - Environmental impacts
KW  - Groundwater
KW  - Maintenance facilities
KW  - Resource allocation
KW  - Risk assessment
KW  - Salt contaminated soil
KW  - Sodium chloride
KW  - Soil remediation
KW  - Storage facilities
KW  - Strategic planning
KW  - Toxicology
KW  - Water pollution
UR  - http://www.dot.state.co.us/Publications/PDFFiles/salt.pdf
UR  - https://trid.trb.org/view/740358
ER  - 

TY  - RPRT
AN  - 00978610
AU  - Richard, D L
AU  - Washington Group International, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - USING INFRARED TECHNOLOGY TO DETECT HOT OR DEFECTIVE BRAKES ON TRUCKS
PY  - 2004/08
SP  - 72 p.
AB  - This study investigated the use of infrared thermometers to detect hot or defective brakes on trucks traveling through the eastbound Port Of Entry (POE) on I-70 in Dumont, Colorado.  The objective of this evaluation was to develop brake temperature screening criteria that can be used to identify potential brake-related problems.  Brake temperatures were measured and Level 4 brake inspections were performed on trucks traveling through the POE.  The measured brake temperatures were then compared to the brake violation data contained in the brake inspection reports to correlate brake temperatures with brake functionality and to develop effective brake temperature screening criteria.  A low-temperature threshold of greater than 101 F below the average brake temperature for the truck and a high-temperature threshold of 500 F produced the best correlation with the brake inspection data.  Applying these screening criteria resulted in a brake violation rate of 58% of the screened trucks.  This is significantly higher than the 35% brake violation rate for the entire study sample.  In addition, 33.33% of the screened trucks were placed out of service (OOS), twice the percentage of the total sample placed OOS (16.67%). These results were confirmed by an additional field test using these screening criteria, in which 67% of the screened trucks were found to have brake violations and 33% of the screened trucks were placed OOS.  If implemented, the screening system should result in more brake violations being identified by the inspectors and fewer trucks with good brake systems being subjected to an inspection.  If the technology becomes available to install this screening system within the travel lanes similar to a Weigh-in-Motion system, the potential for accidents will also decrease, as brake temperature screening could be accomplished without the need for trucks to exit and enter the interstate.
KW  - Brake violations
KW  - Brakes
KW  - Defects
KW  - Detection and identification
KW  - Field tests
KW  - Infrared detectors
KW  - Temperature measurement
KW  - Trucks
UR  - http://www.dot.state.co.us/Publications/PDFFiles/brakes.pdf
UR  - https://trid.trb.org/view/740359
ER  - 

TY  - RPRT
AN  - 00978516
AU  - PARK, B
AU  - Qi, H
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT AND EVALUATION OF A CALIBRATION AND VALIDATION PROCEDURE FOR MICROSCOPIC SIMULATION MODELS
PY  - 2004/08
SP  - 78 p.
AB  - Microscopic traffic simulation models have been widely accepted and applied in transportation engineering and planning practice for the past decades because simulation is cost-effective, safe, and fast.  To achieve high fidelity and credibility for a traffic simulation model, calibration and validation are of utmost importance.  Most calibration efforts reported in the literature have focused on the informal practice with a specific simulation model, but seldom did they propose a systematic procedure or guideline for simulation model calibration and validation.  The purpose of this study was to develop and evaluate a procedure for microscopic simulation model calibration and validation.  Three widely used microscopic traffic simulation models, VISSIM, PARAMICS, and CORSIM, were selected for model review and practice of model calibration and validation.  The validity of the proposed procedure was evaluated and demonstrated via two case studies including an actuated signalized intersection and a 5-mile freeway segment with a lane-closure work zone.  The simulation results were compared against the field data to determine the performance of the calibrated models.  The proposed procedure yielded acceptable results for all applications, thus confirming that it was effective for the different networks and simulation models used in the study.  Although the calibrated parameters generated the performance measures that were representative of the field conditions, the simulation results of the default parameters were significantly different from the field data.
KW  - Calibration
KW  - Case studies
KW  - CORSIM (Traffic simulation model)
KW  - Microsimulation
KW  - Paramics (Computer program)
KW  - Traffic simulation
KW  - Validation
KW  - VISSIM (Computer model)
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr1.pdf
UR  - https://trid.trb.org/view/740343
ER  - 

TY  - RPRT
AN  - 00978480
AU  - Sprinkel, M M
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE SPECIFICATION FOR HIGH PERFORMANCE CONCRETE OVERLAYS ON BRIDGES
PY  - 2004/08
SP  - 27 p.
AB  - Hydraulic cement concrete overlays are usually placed on bridges to reduce the infiltration of water and chloride ions and to improve skid resistance, ride quality, and surface appearance. constructed in accordance with prescription specifications, some overlays have performed well for more than 30 years whereas others have cracked and delaminated before the overlay was opened to traffic.  The use of performance specifications should increase the probability that concrete overlays will be constructed with high bond strengths and minimal cracks and will perform well for many years.  The report describes the Virginia Department of Transportation's (VDOT's) first experience with the use of a performance specification for the construction and acceptance of a high performance concrete overlay.  Acceptance and payment were based on measurements for air content, compressive strength, permeability to chloride ion, and bond strength.  Target air contents, high compressive strengths, low permeability, and good bond strengths were maintained throughout the project.  Performance specifications with adjustments to the compensation specified in the contract likely influenced decisions made by the contractor and material supplier, and VDOT obtained a better product.  VDOT should use the performance specification developed for this project for future bridge overlay projects.
KW  - Acceptance tests
KW  - Air content
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Compressive strength
KW  - Concrete overlays
KW  - Construction
KW  - High performance concrete
KW  - Overlays (Pavements)
KW  - Payment
KW  - Performance based specifications
KW  - Permeability
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r2.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37196/05-r2.pdf
UR  - https://trid.trb.org/view/740322
ER  - 

TY  - RPRT
AN  - 00978481
AU  - Beacher, A G
AU  - Fontaine, M D
AU  - Garber, N J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF THE LATE MERGE WORK ZONE TRAFFIC CONTROL STRATEGY
PY  - 2004/08
SP  - 69 p.
AB  - Several alternative lane merge strategies have been proposed in recent years to process vehicles through work zone lane closures more safely and efficiently.  Among these is the late merge. With the late merge, drivers are instructed to use all lanes to the merge point and then take turns proceeding through the work zone.  Its efficiency has been tested on only a limited basis. The purpose of this project was to determine when, if at all, deployment of the late merge was beneficial.  The late merge concept was evaluated by comparing it to the traditional merge using computer simulations and field evaluations.  Computer simulations included analysis of 2-to-1, 3-to-1, and 3-to-2 lane closure configurations to determine its impact on throughput and the impact of factors such as free flow speed, demand volume, and percentage of heavy vehicles.  Field tests were limited to 2-to-1 lane closures, as recommended by state transportation officials, and examined the impact of treatment type on vehicle throughput, percentage of vehicles in the closed lane, and time in queue.  Results of the computer simulations showed the late merge produced a statistically significant increase in throughput volume for only the 3-to-1 lane closure configuration and was beneficial across all factors for this type of closure. For the 2-to-1 and 3-to-2 lane closure configurations, the late merge increased throughput when the percentage of heavy vehicles was large.  Field tests showed similar trends with regard to throughput.  Although throughput increased, the increase was not statistically significant because of the limited number of heavy vehicles at the site.  More drivers were in the closed lane, indicating a response to the late merge signs.  Time in queue was also reduced, although the reductions were not statistically significant.  The authors conclude that the late merge should be considered for 3-to-1 lane closure configurations but not until a sound methodology for deployment has been developed and tested in the field.  For the 2-to-1 and 3-to-2 configurations, the late merge should be implemented only when the percentage of heavy vehicles is at least 20%.
KW  - Evaluation
KW  - Field tests
KW  - Free flow speeds
KW  - Guidelines
KW  - Heavy vehicles
KW  - Implementation
KW  - Lane closure
KW  - Late merge (Traffic control)
KW  - Merging traffic
KW  - Simulation
KW  - Throughput
KW  - Time duration
KW  - Traffic queuing
KW  - Traffic volume
KW  - Work zone traffic control
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r6.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37195/05-r6.pdf
UR  - https://trid.trb.org/view/740323
ER  - 

TY  - RPRT
AN  - 00978478
AU  - Bligh, R P
AU  - Abu-Odeh, A Y
AU  - Hamilton, M E
AU  - Seckinger, N R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF ROADSIDE SAFETY DEVICES USING FINITE ELEMENT ANALYSIS
PY  - 2004/08
SP  - 66 p.
AB  - In recent years, roadside safety research efforts have focused on the utilization of computer simulation technology to gain a better understanding of the behavior of roadside safety devices when subjected to vehicular impact.  The objective of this project was to utilize the resources of the Center for Transportation Computational Mechanics to support the Texas Department of Transportation (TxDOT) roadside safety research. The selection of roadside safety features to be modeled and simulated under this project was made in consultation with TxDOT personnel.  Priority was given to modeling systems in support of ongoing, TxDOT-sponsored roadside safety projects.  When design problems were identified through simulation or crash testing, researchers examined various design modifications to address the deficiencies and improve impact performance of the system.  The results of the simulations were used to develop recommended improvements for full-scale crash testing and potential implementation.  Three distinct roadside safety issues were investigated with the aid of computer simulation.  An alternative to the popular T6 tubular W-beam bridge rail was developed to address problems with vehicle instability observed in full-scale crash testing.  A retrofit connection to TxDOT's grid-slot portable concrete barrier was developed to limit dynamic barrier deflections to levels more practical for work zone deployment.  Finally, crashworthy mow strip configurations were developed for use when vegetation control around guard fence systems is desired to reduce the cost and risk associated with hand mowing.
KW  - Barriers (Roads)
KW  - Bridge railings
KW  - Design
KW  - Finite element method
KW  - Guardrails
KW  - Improvements
KW  - Mow strip configurations
KW  - Roadside
KW  - Safety
KW  - Simulation
UR  - http://tti.tamu.edu/documents/0-1816-1.pdf
UR  - https://trid.trb.org/view/740320
ER  - 

TY  - RPRT
AN  - 00978467
AU  - Thomas, MDA
AU  - Fournier, Benoit
AU  - Folliard, K J
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - PROTOCOL FOR SELECTING ALKALI-SILICA REACTION (ASR)-AFFECTED STRUCTURES FOR LITHIUM TREATMENT
PY  - 2004/08
SP  - 23 p.
AB  - This document describes a protocol for evaluating damaged structures to determine whether they are suitable candidates for lithium treatment to address alkali-silica reaction (ASR).  A major part of this report deals with the approach/tools that can be used to determine whether ASR is the principal cause or only a contributing factor to the observed deterioration (diagnosis), determine the extent of deterioration due to ASR in the structure, and evaluate the potential for future expansion due to ASR (prognosis).  Finally, the report lists items to be included in the proposal that will be submitted for the selection of structures for lithium treatment.  Guidelines on evaluating and managing structures affected by ASR have been published by the Canadian Standards Association (CSA).  Pictures of field symptoms and petrographic features of ASR can be found in the documents from CSA, the British Cement Association, the American Concrete Institute, Stark, and Farny and Kosmatka.  More recently, Folliard and Kurtis summarized such features as part of the Federal Highway Administration workshop material "Guidelines for the Use of Lithium to Mitigate or Prevent ASR in Concrete."
KW  - Alkali silica reactions
KW  - Concrete structures
KW  - Deterioration
KW  - Evaluation and assessment
KW  - Guidelines
KW  - Lithium
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/04113/04113.pdf
UR  - https://trid.trb.org/view/740309
ER  - 

TY  - RPRT
AN  - 00978459
AU  - Outcalt, W
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - RECESSED STRIPING IN CONCRETE PAVEMENT
PY  - 2004/08
SP  - 14 p.
AB  - The durability of markings on concrete pavement has always been a problem.  Recently, recesses have been ground into the pavement to allow the markings to sit below the surface of the concrete in hopes that this would reduce the wear on the marking material.  However, this method is time-consuming and expensive. In 1999-2000 on project NH 0342-034, Castle Rock Construction modified the screed bar on a paver to form grooves for both shoulder stripes and the skip stripe on a 4-lane divided highway--US 34 east of Kersey from about mp 122 to 124 both east and westbound.  The contractor welded pieces of 1/4 in.-thick steel to the bottom of the paver screed to form the grooves as the concrete was placed.  The grooves for the shoulder stripes are 4.5 in. wide; the groove for the skip stripe is 8 in. wide. This study evaluated the condition of the thermoplastic and pavement marking tape stripes through several winters to see if the grooves provided significant protection for the stripes. Placing lane markings in shallow grooves in the pavement results in considerably longer marking life, making the highway safer for drivers.  Retroflectance measurements showed that stripes recessed below the surface of the pavement in grooves remained useful over the full three-year evaluation period.  Forming grooves in plastic concrete as the pavement was placed was essentially cost-free as it required only minimal changes to the paving equipment.
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Durability
KW  - Highway safety
KW  - Pavement grooving
KW  - Road marking tapes
KW  - Service life
KW  - Striping
KW  - Thermoplastic materials
KW  - Wear
UR  - http://www.dot.state.co.us/Publications/PDFFiles/Recessedstriping.pdf
UR  - https://trid.trb.org/view/740305
ER  - 

TY  - RPRT
AN  - 00978460
AU  - Sheehan, M J
AU  - Tarr, S M
AU  - Tayabji, S D
AU  - Construction Technology Laboratories, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - INSTRUMENTATION AND FIELD TESTING OF THIN WHITETOPPING PAVEMENT IN COLORADO AND REVISION OF THE EXISTING COLORADO THIN WHITETOPPING PROCEDURE
PY  - 2004/08
SP  - 99 p.
AB  - This report summarizes the verification and revision of a thin whitetopping pavement mechanistic design procedure developed for the Colorado Department of Transportation (CDOT).  The original whitetopping procedure and design guidelines were developed during a 1998 study on thin whitetopping pavements in Colorado. This report includes information on the installation and construction of the test sections, instrumentation, field and laboratory testing, data acquisition, and data analysis.  The revised Colorado thin whitetopping pavement design procedure provides improved predictions of whitetopping load responses, and therefore should also provide more accurate insights into longer-term performance of thin whitetopping pavements for highway applications.  The successful development and revision of a second-generation thin whitetopping design procedure provides an additional level of confidence for designers and highway agencies when considering this rehabilitation technique. Two different procedures were developed to calculate the thickness.  One is a mechanistic approach incorporating finite element program ILLI-SLAB to predict critical concrete stresses and asphalt strains.  The second method is an empirical approach, incorporating the number of expected equivalent 18-kip single axle loads (ESALs).  This study validated and improved the predictions of load responses of the first generation of whitetopping procedures developed for Colorado during a 1998 study.  These procedures are now being used by CDOT's pavement engineers and provide a more accurate insight into performance of thin whitetopping pavements for highway applications.
KW  - Colorado
KW  - Data collection
KW  - Design methods
KW  - Equivalent single axle loads
KW  - Field tests
KW  - Finite element method
KW  - Instrumentation
KW  - Laboratory tests
KW  - Pavement design
KW  - Pavement performance
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Test sections
KW  - Thinness
KW  - Whitetopping
UR  - http://www.dot.state.co.us/Publications/PDFFiles/whitetopping2.pdf
UR  - https://trid.trb.org/view/740306
ER  - 

TY  - RPRT
AN  - 00978444
AU  - Sturm, T W
AU  - Georgia Institute of Technology, Atlanta
AU  - Federal Highway Administration
TI  - ENHANCED ABUTMENT SCOUR STUDIES FOR COMPOUND CHANNELS
PY  - 2004/08
SP  - 144 p.
AB  - Experimental results and analyses are given in this report on bridge abutment scour in compound channels.  Experiments were conducted in a laboratory flume with a cross section consisting of a wide floodplain adjacent to a main channel.  The embankment length, discharge, sediment size, and abutment shape were varied, and the resulting equilibrium scour depths were measured.  Water-surface profiles, velocities, and scour-hole contours were also measured.  In the report, a methodology is developed for estimating abutment scour that takes into account the redistribution of discharge in the bridge contraction, abutment shape, sediment size, and tailwater depth.  The independent variables in the proposed scour formula are evaluated at the approach-channel cross section and can be obtained from a one-dimensional water-surface profile computer program such as the Water-Surface Profile Program (WSPRO).  The proposed scour evaluation procedure is outlined and illustrated, including consideration of the time required to reach equilibrium scour.  The proposed methodology is applied to two cases of measured scour in the field.
KW  - Bridge abutments
KW  - Case studies
KW  - Channels (Waterways)
KW  - Compound channels
KW  - Flumes
KW  - Laboratory tests
KW  - Scour
KW  - WSPRO (Computer program)
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/99156/99156.pdf
UR  - https://trid.trb.org/view/740290
ER  - 

TY  - ABST
AN  - 01463116
TI  - Guidelines for Selection and Application of Warning Lights on Roadway-Operations Equipment
AB  - Roadway-operations equipment used for construction, maintenance, utility work, and other similar activities generally operate within roadway right of way. These vehicles and mobile equipment operate on all types of roadways, during day and night hours, and under all weather conditions. To improve motorist and work-crew safety, equipment must be readily seen and recognized and, therefore, warning lights are provided on the equipment to alert motorists of potentially hazardous situations. Amber warning lights have traditionally been used although lights of other colors are often added with the intent of helping the traveling public better see the equipment. Combinations of amber, blue, and white lights and other forms of warning lights (e.g., lighted bars, lighted "arrow sticks," strobe, LED, and alternating flashing) are used. There is a concern that this variety of lighting on roadway-operations equipment has evolved without adequate consideration of the effects on the awareness and responsiveness of motorists.  There are no widely accepted guidelines for selecting warning lights on roadway-operations equipment that consider the type of equipment, weather conditions, day- and night-time operation, color of vehicle, and other relevant factors. Research is needed to develop guidelines for use by transportation agency personnel in selecting and procuring lights that will substantially enhance motorist awareness. The objective of this research is to develop guidelines for selection and application of warning lights to improve the conspicuity and recognizability of roadway-operations equipment used for construction, maintenance, utility work, and other similar activities. Roadway-operations equipment shall include vehicles and mobile equipment used in these activities.
KW  - Equipment
KW  - Mobile communication systems
KW  - National Cooperative Highway Research Program
KW  - Operations
KW  - Research projects
KW  - Roads
KW  - Warning devices
KW  - Weather conditions
KW  - Work zone safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=367
UR  - https://trid.trb.org/view/1231341
ER  - 

TY  - ABST
AN  - 01460817
TI  - Identifying and Quantifying Rates of State Motor Fuel Tax Evasion
AB  - Revenues from motor fuel are used primarily to support the states' transportation systems. In this time of large state budgetary deficits, it is particularly important that all motor fuel tax funds are collected, remitted, and credited to the respective state highway accounts. However, allegations of significant evasion of these taxes persist. The extent and causes for this loss of revenue from fuel tax evasion are not fully understood. For states to maximize receipt of their motor fuel taxes, it is imperative for them to most efficiently develop and direct their enforcement resources. In order to do so, it is important to determine the origin and extent of fuel tax evasion and to be able to evaluate the potential effectiveness of enforcement options.  Reliable estimates for motor fuel tax evasion rates are not available. Research is needed to enable states to identify and measure state fuel tax evasion so that they can evaluate the effectiveness of potential solutions and enforcement options.  The objective of this research project is to develop and demonstrate a methodology for identifying and quantifying state-level fuel tax evasion. The methodology should account for different practices among states that may lead to different rates of evasion. The results from this methodology should allow individual states to develop and evaluate potential solutions and enforcement options.
KW  - Budgeting
KW  - Fuel taxes
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - State departments of transportation
KW  - Taxation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=484
UR  - https://trid.trb.org/view/1229035
ER  - 

TY  - ABST
AN  - 01464627
TI  - Research for AASHTO Standing Committee on Highways. Task 187. Updating the AASHTO Guide for the Development of Bicycle Facilities
AB  - This study conducted initial market research, interviews, and a literature review to determine the scope and content of the next edition of the American Association of State Highway Transportation Officials (AASHTO) Bike Guide. The study has been completed and the final report distributed to AASHTO for use by the committee that will be responsible for updating the Guide. <br /><br />
KW  - AASHTO Guide Specifications
KW  - Bicycle facilities
KW  - Bicycle travel
KW  - Literature reviews
KW  - Manuals
KW  - Research projects
KW  - Specifications
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1529
UR  - https://trid.trb.org/view/1232859
ER  - 

TY  - ABST
AN  - 01458287
TI  - Washington State Trends in Commuting and Non-Work Travel
AB  - The work is intended to highlight changes in travel as related to changes in socio-economic conditions and development patterns. It will help further the understanding of possible scenarios for future transportation demand. Secondary longitudinal data being often inconsistent, the analysis will be descriptive and projections will remain conjectural. The issues raised, however, will serve to guide the development of future transportation policy as related to the State&amp;rsquo;s population and economic projections.
KW  - Commuting
KW  - Forecasting
KW  - Nonwork trips
KW  - Research projects
KW  - Socioeconomic development
KW  - Socioeconomics factors
KW  - Travel demand management
UR  - https://trid.trb.org/view/1226498
ER  - 

TY  - ABST
AN  - 01464649
TI  - Guidelines for Transportation Emergency Training Drills and Exercises
AB  - Emergency preparedness is necessary to maximize the safety and security of passengers, employees, and emergency responders, as well as the general public, when an emergency event occurs that involves vehicles or infrastructure (including power supplies and communications links) of transportation systems in the United States. Preparedness requires a significant amount of planning and the involvement of all members of the emergency community including law enforcement, fire services, emergency management agencies, and emergency medical services. The result should be a detailed plan for responding to a variety of anticipated events and, to a reasonable degree, unexpected events. Many transportation systems have developed and conducted effective drills and exercises for years and, as a result, have defined and refined their plans and capabilities. However, not all transportation agencies have participated in well-planned drills. Consequently, guidelines and tools are needed to aid in the design, development, and implementation of a range of training drills and exercises. The objective of this project is to develop a guide for use by transportation drill and exercise coordinators. The guide shall support activities that are multimodal and scalable and that exercise transportation systems, including transportation employees, other responders, and other affected entities. The exercises program will cover preparedness activities to prevent, respond to, and recover from threatened and actual domestic terrorist attacks, major disasters, and other emergencies.<br /><br />
KW  - Coordination
KW  - Disaster preparedness
KW  - Emergency management
KW  - Emergency response time
KW  - Emergency training
KW  - Guidelines
KW  - Safety and security
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=638
UR  - https://trid.trb.org/view/1232881
ER  - 

TY  - ABST
AN  - 01460689
TI  - Continuity of Operations Plans for Transportation Agencies
AB  - The objective of this project is to develop guidelines for state and local transportation agencies to develop, implement, maintain, train, and exercise COOP capabilities. The guidelines are expected to be applied by designated agency continuity planners using templates to customize COOP plans for their local conditions.  Planning is an essential first step in developing COOP capabilities; an effective plan incorporates activities implementing, maintaining, training, and exercising COOP capabilities. A designated agency continuity planner charged with developing a COOP plan should be able to use the templates and guidelines to draft a COOP plan appropriate for his or her organization. The templates and guidelines should provide a managed and measurable process to ensure continuation of essential operations.
KW  - Development
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency response time
KW  - National Cooperative Highway Research Program
KW  - Natural resources
KW  - Research projects
KW  - Safety and security
KW  - Terrorism
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=640
UR  - https://trid.trb.org/view/1228907
ER  - 

TY  - ABST
AN  - 01458682
TI  - Long Term Planning and Implementation for Concrete Pavement Technology Program
AB  - No summary provided.
KW  - Concrete
KW  - Concrete pavements
KW  - Implementation
KW  - Long range planning
KW  - Pavement design
KW  - Research projects
KW  - Technology
UR  - https://trid.trb.org/view/1226893
ER  - 

TY  - RPRT
AN  - 00978495
AU  - Cambridge Systematics, Incorporated
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - TRAFFIC CONGESTION AND RELIABILITY: LINKING SOLUTIONS TO PROBLEMS
PY  - 2004/07/19
SP  - 104 p.
AB  - This report provides a review of traffic congestion in the United States.  The emphasis of the report is on measuring trends in travel time reliability and making travel more reliable through initiatives in Transportation System Management and Operations (TSM&O).  The report extends the total delay-based statistics in the Texas Transportation Institute's "Urban Mobility Report" with statistics on travel time reliability; investigates the root causes (sources) of congestion; explores the impact of congestion on freight and the economy; presents performance measurement as a process for making things better; highlights the effects that both operational improvements and physical capacity expansion can have on congestion; and identifies how congestion affects everyday life in the United States.
KW  - Economics
KW  - Freight transportation
KW  - Highway capacity
KW  - Impacts
KW  - Quality of life
KW  - Reliability (Statistics)
KW  - Statistics
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Transportation operations
KW  - Transportation system management
KW  - Travel time
UR  - http://www.ops.fhwa.dot.gov/congestion_report/index.htm
UR  - http://ntl.bts.gov/lib/38000/38800/38808/congestion_report.pdf
UR  - https://trid.trb.org/view/740336
ER  - 

TY  - RPRT
AN  - 01003887
AU  - Boyle, Michael
AU  - Valley Forge Laboratories, Incorporated
AU  - Federal Highway Administration
AU  - Pennsylvania Department of Transportation
TI  - Materials-Related Forensic Analysis and Specialized Testing: Evaluation of Lithium Vacuum Impregnation on an Existing Structure (ELVIS)
PY  - 2004/07/16/Construction Report
SP  - 34p
AB  - The purpose of Work Order No. 98-32-15 was to assess the application of the lithium solution into concrete structures by vacuum impregnation under field conditions.  Post application monitoring will be performed by the Pennsylvania Department of Transportation (PENNDOT) to monitor the structural response.  The test site was the Prospect Viaduct in Johnstown, Pennsylvania, located in PENNDOT's Engineering District 9-0.  The Prospect Viaduct is a fifteen-year-old bridge showing signs of Alkali Silica Reaction (ASR).  Cores, which have previously been taken and analyzed, verify that ASR is present in the structure.
KW  - Alkali silica reactions
KW  - Analysis
KW  - Concrete structures
KW  - Impregnation (Engineering)
KW  - Johnstown (Pennsylvania)
KW  - Lithium compounds
KW  - Materials
KW  - Monitoring
KW  - Testing
KW  - Vacuum
KW  - Viaducts
UR  - https://trid.trb.org/view/760256
ER  - 

TY  - ABST
AN  - 01463115
TI  - Safety Impacts of Design Element Trade-Offs
AB  - Design standards provide a benchmark for the development of elements that compose a highway design. Ideally, every highway design would meet the appropriate standards. Realistically, designers are sometimes faced with situations where adherence to standards may not be practical from an engineering, environmental, community, or benefit-cost perspective. In such cases, designers must make decisions regarding the impacts and risks associated with meeting or exceeding the design standards or allowing exceptions to them, for example, in context-sensitive situations. A comprehensive assessment of the safety and operational impacts of trade-offs in design elements is needed to guide designers in weighing appropriate trade-offs in design elements against safety and operational concerns for the full range of highway designs, from low volume to high volume, locals to arterials, and 3-R to new construction. The objectives of this project are to (1) quantify the safety and operational impacts of design element trade-offs and their associated risks and (2) develop guidelines to assist designers in making reasonable choices among possible design element trade-offs. The project shall evaluate design element trade-offs encompassing the full range of highway designs, including context-sensitive solutions and common design exceptions.
KW  - Context sensitive design
KW  - Design
KW  - Highway design
KW  - National Cooperative Highway Research Program
KW  - Operations
KW  - Research projects
KW  - Safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=407
UR  - https://trid.trb.org/view/1231340
ER  - 

TY  - ABST
AN  - 01458767
TI  - Support Services for Operation of the Structures Laboratories at TFHRC
AB  - No summary provided.
KW  - Administrative and managerial personnel
KW  - Administrative personnel
KW  - Laboratories
KW  - Research projects
KW  - Structures
UR  - https://trid.trb.org/view/1226979
ER  - 

TY  - ABST
AN  - 01548209
TI  - Facilitating the Implementation of the Guide for the Design of New and Rehabilitated Pavement Structures
AB  - The objective of this research is to facilitate the implementation and adoption of the recommended mechanistic-empirical (M-E) pavement design guide developed in National Cooperative Highway Research Program (NCHRP) Project 1-37A through the performance of activities identified by the project panel and the American Association of State Highway and Transportation Officials (AASHTO) Joint Task force on Pavements (JTFP).
KW  - Design practices
KW  - Design standards
KW  - Guidelines
KW  - Pavement design
KW  - Pavements
KW  - Rehabilitation (Maintenance)
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=221
UR  - https://trid.trb.org/view/1335846
ER  - 

TY  - ABST
AN  - 01546310
TI  - LATTS - Latin American Trade and Transportation Study & Institute
AB  - In the current study history, ITTS - Phase III (Institute for Trade and Transportation Studies) creates an Institute, perhaps at one of the Universities. The Institute will include, but not be limited to, analytical and coordinative services to: (1) Provide trade and transportation related information to Member State agencies, based on information obtained in previous phases of the Latin American Trade and Transportation Study (LATTS.); (2) Coordinate the dissemination, review and analysis of information on forecasts of trade and transportation to State agencies and the Federal Highway Adminisration (FHWA); (3) Assist State agencies in developing work statements, data collection frameworks, specialized trade and transportation related analysis among States, plus other items not listed here. Additionally, LATTS II - Phase II covered implementation and monitoring of the recommended LATTS strategies, while LATTS - Phase I has concluded with a detailed investment strategy with numerous elements.
KW  - Data collection
KW  - Forecasting
KW  - Investments
KW  - Latin America
KW  - State departments of transportation
KW  - Trade
KW  - Transportation
UR  - http://www.pooledfund.org/Details/Study/20
UR  - https://trid.trb.org/view/1333192
ER  - 

TY  - ABST
AN  - 01543078
TI  - Geosynthetic Drains for Slope Stability and Rehabilitation
AB  - The Arkansas State Highway and Transportation Department spent approximately $600,000 per year for road repairs damaged by landslides between the years of 1986 and 1990, according to a memorandum that surveyed landslide correction costs on state highway systems, prepared at the Federal Highway Administration.  On January 8, 1999, the Arkansas State Highway and Transportation Department (AHTD) opened the final section of Interstate 540 (I-540) which connects Ft. Smith to Fayetteville. The new 43 mile span traverses the rugged terrain of the Ozark Plateau in Northwest Arkansas and has 13 major bridges as well as a 430 m twin bored Tunnel. The overall cost for this project was $460 million (approximately $11 million per mile), which is an expensive project for this area of the country.  During the construction of this new highway, repair of slope failures and modifications to slide prone areas cost approximately $65,000 per mile per year, according to information sourced from the "Hazard Mitigation Plan in Clay County, Arkansas, prepared for the Clay County Disaster Preparedness Council in Piggot, Arkansas. Additionally, AHTD spent over $33 million on slope repairs for this section of road during the first four years of service.  The AHTD has documented 21 slope failures between May of 2001 and May of 2002.  These expenditures have made this section of I-540 the most expensive interstate ever built in Arkansas.    A southern extension of this highway system through similar terrain is anticipated.  As a result, there is a need to develop cost effective repair techniques to existing slope failures or accident-prone areas in the state of Arkansas.  Existing slopes can fail as a result of erosion, tension or shrinkage crack development, loading at the crest of the slope, and the removal of earth at the toe of the slope.  More commonly, however, fluctuations in the water table can increase pore water pressures, decrease the shear strength of the soil, and cause slope instabilities, especially if the drainage capacity is limited.   Currently, the principal remediation technique involves the removal of failed material in conjunction with rock buttressing.  The AHTD has expressed an interest in investigating cost effective, preventative measures to install drainage systems and remotely monitor performance for areas that are prone to slope instability issues.  This proposal will discuss the possibility of incorporating the use of geosynthetic drains to address the problem in the state of Arkansas.  There are a variety of geosynthetic drainage products available to suit this application.  Additionally, geosynthetic manufacturers are willing to accommodate a new application with customized products.  The principal investigators not only have an expertise in geotechnical engineering and slope stability, but they have contacts in the industry to make these kinds of opportunities available for research.  Geosynthetic drains typically consist of a polypropylene core that provides the necessary flow capacity, and a geotextile filter jacket that prevents soil adjacent to the core from impeding the channels.  Various geosynthetic products designed for drainage are commonly installed in the vertical direction to promote preconsolidation in geotechnical engineering applications, or adjacent to roadways in pavement design applications.  In order to extend the drainage function, the author suggests installing geosynthetic drains horizontally to provide additional drainage and reinforcement for slope stability.  Full-scale field testing is needed to further evaluate the performance aspect and cost benefit of this concept for the purpose of providing a design and construction procedure for slope rehabilitation that will ultimately improve the safety of our highway structures.
KW  - Arkansas
KW  - Channels (Waterways)
KW  - Drains
KW  - Geosynthetics
KW  - Geotechnical engineering
KW  - Landslides
KW  - Pavement design
KW  - Polypropylene
KW  - Rehabilitation (Maintenance)
KW  - Research projects
KW  - Slope stability
KW  - Soil stabilization
UR  - https://trid.trb.org/view/1329734
ER  - 

TY  - ABST
AN  - 01463112
TI  - Design of Roadside Barrier Systems Placed on MSE Retaining Walls
AB  - It is estimated that 10 million square feet of mechanically stabilized earth (MSE) retaining wall is constructed annually in the United States. Most MSE retaining walls used in highway fill applications are constructed with a roadside barrier system consisting of a traffic barrier placed on a continuous footing (structural slab). The footing is intended to reduce the influence of barrier impact loads on the retaining wall system by distributing the load over a wide area. The proper design of the roadside barrier, the structural slab, and the MSE wall system requires a good understanding of how barrier impact loads are transferred through the structural slab and into the wall system. The move from the AASHTO Standard Specifications for Highway Bridges (ASD) to the AASHTO LRFD Bridge Design Specifications has made evident the need for a rational, reliable procedure for designing roadside barrier systems placed on MSE retaining walls. Current procedures and design details for roadside barriers placed on retaining walls vary widely among state highway agencies. Most designs currently used are overly conservative because of inadequate understanding of how barrier impact loads are distributed through the barrier and transferred to the structural slab and the wall system. There is a need to develop procedures for use by state highway agencies in designing roadside barrier systems placed on MSE retaining walls. The objective of this research is to develop, in a format suitable for adoption by AASHTO, procedures for designing roadside barrier systems placed on mechanically stabilized earth retaining structures.
KW  - Barriers (Roads)
KW  - Bridge design
KW  - Design
KW  - Earth walls
KW  - Load factor
KW  - Mechanical properties
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Retaining walls
KW  - Stabilized materials
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=693
UR  - https://trid.trb.org/view/1231337
ER  - 

TY  - ABST
AN  - 01460820
TI  - Methodology to Predict the Safety Performance of Rural Multilane Highways
AB  - The objectives of this research are to develop a methodology to predict the safety performance of rural multilane highways and to prepare a chapter on rural multilane highways for inclusion in the Highway Safety Manual. The methodology shall apply to both highway segments and at-grade intersections but does not include full access-control highways.
KW  - Highway safety
KW  - Manuals
KW  - Multilane highways
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Rural highways
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=455
UR  - https://trid.trb.org/view/1229038
ER  - 

TY  - RPRT
AN  - 01481184
AU  - Source Point
AU  - Federal Highway Administration
TI  - Binational Border Transportation Infrastructure Needs Assessment Study
PY  - 2004/07//Revised Executive Summary
SP  - 730p
AB  - The purpose of this study is to identify major transportation corridors in the United States-Mexico border region, to develop a quantitative procedure to evaluate the needs of these corridors, and then to identify transportation projects to meet the needs of the corridors as well as to identify possible funding sources. Specifically, the project has five key objectives: (1) To develop a set of minimum criteria to be used to identify major multi-modal transportation corridors. (2) To develop an evaluation process to analyze major transportation corridors identified in Objective No. 1. (3) To create a border-wide database and evaluation tool to prioritize each state’s transportation corridors based on the methodology and process identified in Objective No. 2, which can be used for future assessments. (4) To compile a list of significant transportation projects on the corridors, including each project’s description, estimated cost, and anticipated completion date, and to summarize each state's funding needs, as well as those for the United States-Mexico border, to implement these transportation projects. (5) To investigate traditional and innovative methods to fund border transportation infrastructure needs.
KW  - Costs
KW  - Evaluation and assessment
KW  - Financing
KW  - Infrastructure
KW  - International borders
KW  - Needs assessment
KW  - Strategic planning
KW  - Transportation corridors
KW  - United States-Mexico Border
UR  - http://www.borderplanning.fhwa.dot.gov/BINSstudy/BINS_rpt.pdf
UR  - http://www.borderplanning.fhwa.dot.gov/tocBINS.asp
UR  - https://trid.trb.org/view/1250047
ER  - 

TY  - RPRT
AN  - 01457582
AU  - Songchitruksa, Praprut
AU  - Tarko, Andrzej P
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Using Imaging Technology to Evaluate Highway Safety
PY  - 2004/07//Final Report
SP  - 419p
AB  - Crash-based safety analysis is set back by several shortcomings such as randomness and rarity of crash occurrences, lack of timeliness, and inconsistency in crash reporting. Non-crash-based safety analysis has been around for more than three decades but its potential was limited due to a difficulty in the data collection and the evaluation. Recent advancement in digital videos and image detection technology renewed interest in facilitating the data collection and improving the evaluation method. Two image detection systems for the measurement of traffic characteristics were evaluated: (a) a commercial video detection system and (b) proprietary image processing software. The measurement evaluation revealed that both systems were still not sufficiently accurate for the safety evaluation purpose and thus a manual measurement from digitized video clips was preferred for a collection of evaluation data. The authors proposed a novel application of extreme value theory to safety evaluation based on observable traffic characteristics. The proposed method was evaluated by applying to right-angle collisions at signalized intersections. A traffic characteristic so-called post-encroachment time (PET) was collected at selected intersections as a surrogate safety measure. Based on PET characteristics, risk and frequency of right-angle crashes at the studied intersection or individual conflict zone can be estimated using only the data collected at the location. For comparison, a traditional approach to safety analysis using Poisson and negative binomial regression analyses was also examined. Both evaluation methods – extreme value approach and regression – indicate a significant relationship between PETs and historical crash data. Simulation experiments were carried out to examine the effect of observation period on a variance of estimates obtained the proposed method. Advantages and problems with the proposed method are described in this study. A simple method for an evaluation of the risk of right-angle collisions at signalized intersections is also provided in the appendix.
KW  - Evaluation
KW  - Extreme value theory
KW  - Highway safety
KW  - Imaging systems
KW  - Right angle crashes
KW  - Risk assessment
KW  - Traffic characteristics
KW  - Video imaging detectors
UR  - http://dx.doi.org/10.5703/1288284313343
UR  - https://trid.trb.org/view/1218826
ER  - 

TY  - RPRT
AN  - 01363770
AU  - Bischoff, Deb
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Bottom Ash As a Base Course
PY  - 2004/07//Final Report
SP  - 13p
AB  - This study was initiated to evaluate the use of bottom ash as a base course material in highway construction. Two highway construction projects were selected to utilize bottom ash (one with screened bottom ash and one with natural bottom ash) as a base course for an asphaltic concrete pavement. The bottom ash of both projects performed as well as, or better than, the crushed limestone during the construction process. The screened and natural bottom ash met Wisconsin Department of Transportation (WisDOT) laboratory testing specifications for both degradation resistance and soundness. The bottom ash used on these projects was not tested for freeze/thaw durability. However, similar bottom ash material, obtained from another source, failed to meet WisDOT freeze/thaw specifications. The interim report, published after seven years of performance for the screened bottom ash project and four years of performance for the natural bottom ash project, stated that the bottom ash performed as well as the crushed limestone as a base course on both projects. However, it was recommended that future use of bottom ash be discontinued until more is learned about the effects of the freeze/thaw durability of bottom ash on the pavement’s performance. Field performance data was collected annually, however, no final conclusions were drawn from this study. This was primarily due to the poor location of the test sites, resulting in inconsistent performances of the individual test sections. Laboratory testing was also conducted by the WisDOT Bureau of Highway Construction, Geotechnical Section, as part of a separate investigation. They evaluated various percentages of industrial by-products mixed with crushed aggregate and performed numerous tests on the specimens, including: gradation, specific gravity, absorption, maximum dry density, wear, soundness, plasticity, and California Bearing Ratio. Based on the results of the tests, WisDOT’s standard specifications were revised in February 1999, to allow certain proportions of some industrial by-products to replace standard base course materials. The specification states that bottom ash may be mixed with the standard base course material so that it comprises no more than eight percent of the total weight. This specification is still in effect and is included in WisDOT’s latest (2003 edition) Standard Specifications for Highway and Structure Construction.
KW  - Asphalt concrete pavements
KW  - Base course (Pavements)
KW  - Bottom ash
KW  - Freeze thaw durability
KW  - Recycled materials
KW  - Road construction
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/fep-08-04bottomash.pdf
UR  - https://trid.trb.org/view/1132248
ER  - 

TY  - RPRT
AN  - 01363167
AU  - Leong, Dennis
AU  - Lichtman, Liat
AU  - Marcos, Franklin
AU  - Michelson, Kristi
AU  - Russell, Robert
AU  - Wisconsin Department of Transportation
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Economic and Land-Use Impacts of Wisconsin State Trunk Highway 29
PY  - 2004/07
SP  - 188p
AB  - The purpose of this study is to identify the economic impacts of the recently constructed four-lane highway facility in Wisconsin. A recommended methodology was outlined in a Federal Highway Administration (FHWA) study, Using Empirical Information to Measure the Economic Impact of Highway Investments. The Wisconsin Department of Transportation (WisDOT) followed this methodology and used additional analytical methods, including utilizing geographic information systems (GIS) applications to identify and map businesses along the corridor. Local officials and business leaders in communities along Highway 29 were surveyed to determine the impacts of the highway improvements. Land use or development plans were gathered for current and anticipated economic activity along the highway. Rates of population growth, per capita income, business growth, tourism expenditures, locations of new and expanding manufacturing plants, and average daily traffic (ADT) counts were compared between Highway 29 and the comparison two-lane U.S. Highway 10. Many businesses indicated that the highway improvement reduced travel times and improved the reliability of product delivery. Improved safety, reduction in congestion, and lower freight charges for deliveries were also frequently mentioned benefits. Some downtown businesses continue to have the same customer base, while others are losing customers to businesses in larger communities that are within commuting distance. On the other hand, some businesses attract new customers traveling on Highway 29. The new bypasses on Highway 29 have created business opportunities for more development along the access points in the communities, and reduced traffic levels, mainly of trucks traveling in the downtown areas. Interviews with local property tax assessors indicate an increase in the values of properties sold near the expanded highway. In some cases, the property values increased substantially depending on the type of development.
KW  - Average daily traffic
KW  - Economic impacts
KW  - Four lane highways
KW  - Geographic information systems
KW  - Highway improvement projects
KW  - Land use planning
KW  - Two lane highways
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-06highway291.pdf
UR  - https://trid.trb.org/view/1131862
ER  - 

TY  - RPRT
AN  - 01158176
AU  - Eaton, Robert A
AU  - Hathaway, James W
AU  - New Hampshire Department of Transportation
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of an Alternative Deicing Chemical vs. Conventional Sodium Chloride
PY  - 2004/07//Final Report
SP  - 49p
AB  - A research project was initiated to evaluate the performance and cost effectiveness of a proprietary, pre-blended, roadway-deicing chemical on New Hampshire highways. The evaluated material is a patented blend of sodium chloride, liquid magnesium chloride, and cane molasses. The manufacturer reported that the treated salt provided value greater than that of conventional sodium chloride because a smaller quantity was needed to obtain the same result. This report documents the New Hampshire Department of Transportation’s (NHDOT) evaluation of the treated salt material and provides a cost comparison between the test material and straight sodium chloride under normal snow removal and ice control conditions during the 2003- 2004 winter season. Two NHDOT-maintained roadways were chosen for the evaluation. Each test site was divided into a test section that was treated with the test material, and a control section that was treated with conventional sodium chloride. Both materials were applied to the roadway during normal snow removal operations by the same operators using the same NHDOT plow trucks equipped with conventional sand/salt spreader bodies. Standard NHDOT snow removal and ice control procedures were followed. Test sections were rotated on a monthly basis to minimize variability. Although the quantity of treated salt required during the study was less than that of the straight sodium chloride, the reduction of material was not enough to offset the higher unit cost of the treated salt. On average, the treated salt cost 27 percent more to use than sodium chloride during the test period. It is noted that subsequent to the completion of the field phase of this project, the manufacturer reportedly reformulated the product and released what is referred to as an enhanced deicer. It is believed that the product evaluated during this research is no longer marketed.
KW  - Cane molasses
KW  - Cost effectiveness
KW  - Deicing chemicals
KW  - Field tests
KW  - Magnesium chloride
KW  - New Hampshire
KW  - Snow and ice control
KW  - Sodium chloride
KW  - Winter maintenance
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/13733q.htm
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733Q.pdf
UR  - https://trid.trb.org/view/918728
ER  - 

TY  - RPRT
AN  - 01049501
AU  - Becker, Jonathan
AU  - South Dakota Department of Transportation
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Applications of ITS in South Dakota Work Zones
PY  - 2004/07//Final Report
SP  - 67p
AB  - Work Zones, traffic incidents and high traffic areas during major events are often places where drivers can become confused or drive aggressively.  Such an environment can cause congestion and endanger workers.  During the summer months, South Dakota Department of Transportation (SDDOT) operates many work zones where drivers need to reduce speed, merge, and take extra precautions.  These same characteristics are true for arrival and departure traffic at major special events.  Intelligent Transportation Systems (ITS) solutions are available to provide driers with advance warning of work zones and traffic congestion.  These systems can also provide project and traffic engineers real-time information necessary for timely traffic control.  The Indiana Lane Merge system gives motorists instructions such as when to merge to prevent congestion at "bottle neck" areas.  Products are also available for warning workers when errant vehicles breach the work zone.  A review of available literature regarding the use of ITS devices in work zones revealed that states who have had experience with ITS in work zones have benefited from increased efficiency and speed for motorists, and decreased frustrations and delays.  It was also found that several of SDDOTs policies that relate to work zones, incidents, and emergencies don't address the SDDOTs Strategic Plan that states "Provide timely, system-wide information to travelers on conditions related to inclement weather, construction and maintenance activities, and traffic incidents."  Recommendations: (1) Upgrade those portable dynamic message signs (DMSs)  in each region that are mechanically in good shape and new enough that new controllers and communication equipment can be interfaced.  (2) Purchase IDI control software for the monitoring and control of DMSs statewide. (3) Require the use of the attached specifications when requisitioning new portable DMSs. (4) When purchasing new DMSs, specify NTCIP testing and on-site communications survey for acceptance. (5) Provide Incident Management training for field traffic management personnel. (6) Revise SDDOT policies regarding work zones and emergency and disaster traffic control to align them with SDDOT's strategic plan regarding traveler information.
KW  - Aggression
KW  - Bottlenecks
KW  - High volume roads
KW  - Intelligent transportation systems
KW  - Literature reviews
KW  - South Dakota
KW  - Speed
KW  - Traffic congestion
KW  - Traffic control
KW  - Traffic engineers
KW  - Traffic incidents
KW  - Variable message signs
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.sddot.com/business/research/projects/docs/SD2003_16_Final_Report.pdf
UR  - https://trid.trb.org/view/808884
ER  - 

TY  - RPRT
AN  - 01037596
AU  - Allan, Craig J
AU  - Wu, Jy S
AU  - University of North Carolina, Charlotte
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Research and Special Programs Administration
AU  - Federal Highway Administration
TI  - Development of a GIS-Based Methodology to Estimate Stormwater Runoff Pollutant Loadings for North Carolina Highways
PY  - 2004/07//Final Report
SP  - 80p
AB  - This report documents the development of a methodology to estimate pollutant loading from stormwater runoff from North Carolina (NC).  A summary of regression-based pollutant loading models developed for highway runoff from the literature is presented.  The regression models based on average daily traffic (ADT) and percent impervious coverage (IMP) developed by Wu and Allan (2001) are applied to the I-40 corridor within NC.  Multiple regression models based on traffic conditions, previous storm conditions, antecedent dry period and storm characteristics are developed for five NC highway sties and compared to similar regression models developed for highway sites near Austin, Texas.  Finally, traditional digital elevation models (DEM) and Lidar topographic information is used in conjunction with the geographic information system (GIS)-based NC sensitive water crossing point coverage to define highway drainage areas and their impervious cover characteristics for two case studies in eastern NC.
KW  - Austin (Texas)
KW  - Average daily traffic
KW  - Case studies
KW  - Digital elevation model
KW  - Geographic information systems
KW  - Laser radar
KW  - Mathematical models
KW  - Multiple regression analysis
KW  - North Carolina
KW  - Pollutants
KW  - Regression analysis
KW  - Runoff
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-17FinalReport.pdf
UR  - https://trid.trb.org/view/794397
ER  - 

TY  - RPRT
AN  - 01030767
AU  - Oyenuga, Dots
AU  - ASC, Incorporated
AU  - Federal Highway Administration
TI  - FHWA Road Tunnel Design Guidelines
PY  - 2004/07
SP  - 145p
AB  - This document provides technical criteria and guidance for the planning and design of road tunnels.  Specific areas covered include planning, studies and investigations, design, and design of construction of tunnels and shafts.  Performance concepts and prediction requirements for Tunnel Boring Machines are also presented.  Potential tunnel engineers are the main audience.
KW  - Design
KW  - Planning
KW  - Site investigation
KW  - Tunnel borers
KW  - Tunnel shafts
KW  - Tunneling
KW  - Vehicular tunnels
UR  - http://ntl.bts.gov/lib/30000/30800/30876/FHWA-IF-05-023.pdf
UR  - https://trid.trb.org/view/787726
ER  - 

TY  - RPRT
AN  - 01019109
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Iowa Miles of Rural Secondary Roads as of January 1, 2004
PY  - 2004/07
SP  - 61p
AB  - The Office of Transportation Data, in cooperation with the Federal Highway Administration, is responsible for preparing this secondary road report.  The report provides federal, state, local agencies and the general public with statistical information on the secondary road system.  Information for this report is derived from data reported by Iowa County Engineers.  Their reports of construction which may change the road surface, length, and functional classification are reflected in this report.  The report is in four major sections: State Totals in Miles by Type of Surface, Statistical Summary, County Totals in Miles by Type of Surface, and Condition of the Rural Secondary System.  A Five Year Summary of the Secondary Road System in Iowa is also included.  All data is current as of January 1, 2004.
KW  - Counties
KW  - Functional classification
KW  - Iowa
KW  - Miles
KW  - Pavement conditions
KW  - Road condition
KW  - Road construction
KW  - Rural highways
KW  - Secondary roads
KW  - States
KW  - Statistics
KW  - Surface course (Pavements)
KW  - Surface types (Pavements)
KW  - Tables (Data)
UR  - http://www.iowadotmaps.com/secmiles
UR  - https://trid.trb.org/view/775695
ER  - 

TY  - RPRT
AN  - 01011095
AU  - Li, Jianhua
AU  - Muench, Stephen T
AU  - Mahoney, Joe  P.
AU  - White, George C
AU  - Pierce, Linda M
AU  - Sivaneswaran, Nadarajah
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Application of HDM-4 in the WSDOT Highway System
PY  - 2004/07//Final Research Report
SP  - 119p
AB  - This project performed extensive study and systematic research on the application of the Highway Development and Management system (HDM-4) to the Washington State Department of Transportation (WSDOT) highway system.  Data processing, testing, calibration, and analysis were executed to provide the WSDOT with a new budget planning tool.  HDM-4 flexible pavement deterioration models were calibrated with the assistance of the Washington State Pavement Management System.  A method to calibrate concrete pavement deterioration models is proposed.  This research also explored the application of HDM-4 analysis at the project, program, and strategic levels.  The applications include prediction of pavement conditions during a defined analysis period, calculation of required budgets for optimal pavement conditions and maximum economic indicators, establishment of optimized work programs under varying levels of constrained budgets, and other applications for WSDOT.
KW  - Budgeting
KW  - Calibration
KW  - Concrete pavements
KW  - Deterioration
KW  - Economic indicators
KW  - Flexible pavements
KW  - HDM-4 (Computer program)
KW  - Mathematical models
KW  - Pavement management systems
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/588.1.pdf
UR  - https://trid.trb.org/view/767303
ER  - 

TY  - RPRT
AN  - 01002264
AU  - University of Kansas, Lawrence
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Field Guide for Unpaved Rural Roads
PY  - 2004/07//Revised Edition
SP  - 30p
AB  - The purpose of this guide is to provide assistance to local governments responsible for the safety of unpaved rural roads.  A national focus group assisted in identifying key safety issues for unpaved rural roads.  Those issues which ranked highest are included in this guide.  This easy to use guide provides a convenient reference to help answer questions in the field.  This revised guide updates the information presented in the original guide dated March 1997.  The contents are organized as follows:  Traffic Control Devices; Railroad Crossings; Horizontal and Vertical Curves; Intersections; Intersection Sight Distance; Delineation; Clear Zone; Bridges and Culverts; Guardrail; Tools; Road Surface Management; Geometric Guidelines; and References.
KW  - Bridges and culverts
KW  - Clear zones
KW  - Delineation
KW  - Geometric design
KW  - Guardrails
KW  - Guidelines
KW  - Highway curves
KW  - Highway safety
KW  - Horizontal curvature
KW  - Intersections
KW  - Railroad grade crossings
KW  - Sight distance
KW  - Smoothness
KW  - Superelevation
KW  - Tools
KW  - Traffic control devices
KW  - Unpaved roads
KW  - Vertical curvature
UR  - https://trid.trb.org/view/758162
ER  - 

TY  - RPRT
AN  - 01001475
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Input Parameters of Enhanced VESYS5
PY  - 2004/07
SP  - 86p
AB  - VESYS5 is a probabilistic and mechanistic flexible pavement analysis computer program.  It predicts the asphalt pavement performance (rutting, fatigue cracking, present serviceability index, etc.) with time.  Also, it has been successfully used to analyze asphalt pavement performance under field traffic and under accelerated pavement testing loads.  However, it works only in DOS operating systems and routine use is impractical due to its complicated input and output.  These defects significantly block the application of VESYS5.  In the past year the Texas Transportation Institute has upgraded and enhanced VESYS5 to the Windows (Registered Trademark) version with user-friendly input and output interface.  This report summarizes the input parameters of the enhanced VESYS5 program.  These input parameters include climate, pavement structure, material properties, and traffic data.  In addition, this report also documents the test protocols on material properties such as modulus and permanent deformation.  Finally, a case study is provided to demonstrate the inputs and outputs of the enhanced VESYS5.
KW  - Accelerated tests
KW  - Case studies
KW  - Fatigue (Mechanics)
KW  - Flexible pavements
KW  - Input parameters
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement performance
KW  - Present serviceability index
KW  - Rutting
KW  - Traffic loads
KW  - VESYS5 (Computer program)
UR  - https://trid.trb.org/view/757228
ER  - 

TY  - RPRT
AN  - 01001413
AU  - Yang, Jian
AU  - Daniel, Janice
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Study of Optimal Travel Speed Limits for Shared Traffic
PY  - 2004/07//Final Report
SP  - 152p
AB  - The goal of this project is to identify safe operating speeds on commercial and residential roadways by identifying proper speed limits for shared roadways or roadways that accommodate motor vehicles, bicycles and pedestrians. To achieve this purpose, the research team examined current criteria and procedures used for setting speed limits and developed an approach to determine appropriate speed limits for shared use of the public rights of way by motor vehicle, bicycle and pedestrian traffic.
KW  - Bicycles
KW  - Business districts
KW  - Highway safety
KW  - Highway travel
KW  - Motor vehicles
KW  - Pedestrians
KW  - Procedures
KW  - Public rights-of-way
KW  - Residential streets
KW  - Shared roadways
KW  - Shared use
KW  - Speed
KW  - Speed limits
KW  - Vehicle mix
UR  - https://trid.trb.org/view/757199
ER  - 

TY  - RPRT
AN  - 00988115
AU  - Wang, F
AU  - Inman, R F
AU  - Machemehl, R B
AU  - Zhang, Z
AU  - Walton, C M
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - STUDY OF CURRENT TRUCK CONFIGURATIONS
PY  - 2004/07
SP  - 174 p.
AB  - The current AASHTO Guide for the Design of Pavement Structures was derived from the large-scale Road Test conducted by AASHTO in the 1950s. Being empirical in nature, the AASHTO pavement design guide reflects only the truck technology prevalent at the AASHTO Road Test. However, truck technology has advanced in many areas since the AASHTO Road Test. In that road test, average tire pressures of 75 to 80 psi were used, and the tires were of bias-ply construction. However, trucks today are normally operated with tire pressures of about 100 psi, and radial tires have essentially replaced bias-ply tires as the commonly used tire types. Moreover, in response to the increased trucking loads, a new truck fleet with different truck classes, new axle configurations, different axle spacings, different tire widths, and new truck suspension systems has emerged. To characterize the current truck configurations on Texas highways, in late 1999 and early 2000, a truck survey was conducted on major trucking routes throughout Texas. In this report, the newly collected truck configuration data are analyzed and presented. Mathematical models and theories employed for the survey design and data analysis are introduced. In-depth analysis of truck tire pressure is also conducted to identify the significant factors affecting tire pressures. Findings and conclusions based on the data analysis are presented.
KW  - Axles
KW  - Radial ply tires
KW  - Routes
KW  - Spacing
KW  - Surveys
KW  - Suspension systems
KW  - Texas
KW  - Tire pressure
KW  - Truck configurations
KW  - Trucking
KW  - Trucks
KW  - Trucks by motive power
KW  - Trucks by number of axles
KW  - Trucks by weight
KW  - Width
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_1862_1.pdf
UR  - https://trid.trb.org/view/753757
ER  - 

TY  - RPRT
AN  - 00986029
AU  - Balke, K N
AU  - Herrick, C
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - POTENTIAL MEASURES OF ASSESSING SIGNAL TIMING PERFORMANCE USING EXISTING TECHNOLOGIES
PY  - 2004/07
SP  - 44 p.
AB  - This report documents the first year of a two-year research project to develop potential measures that might be used to assess the performance of traffic signal timing at isolated intersections.  This report summarizes the findings of a series of interviews conducted to determine what measures the Texas Department of Transportation is currently using to assess the performance of their traffic signals and how data for these performance measures are collected.  It also contains the results of an examination of existing controller and detection technologies to determine what capabilities they have to produce performance measures.  The report presents several proposed measures that can be used to assess the performance of signal timing and the procedures for computing these performance measures using existing detection technologies.
KW  - Isolated intersections
KW  - Measurement
KW  - Performance
KW  - Traffic signal timing
UR  - https://trid.trb.org/view/748024
ER  - 

TY  - RPRT
AN  - 00986341
AU  - Cambridge Systematics, Incorporated
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - TRAFFIC CONGESTION AND RELIABILITY: LINKING SOLUTIONS TO PROBLEMS. EXECUTIVE SUMMARY
PY  - 2004/07
SP  - 18 p.
AB  - This executive summary summarizes a report that provides a snapshot of traffic congestion in the United States.  It does this by noting recent trends in traffic congestion, highlighting the role of unreliable travel times in the effects of traffic congestion, and describing efforts undertaken to curb traffic congestion.  The report creates a framework for understanding the various sources of traffic congestion, the ways to mitigate congestion by targeting these sources, and performance measures for monitoring trends in traffic congestion.
KW  - Countermeasures
KW  - Highway traffic
KW  - Measurement
KW  - Performance
KW  - Reliability
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Traffic surveillance
KW  - Travel time
KW  - Trend (Statistics)
UR  - http://ntl.bts.gov/lib/39000/39600/39664/Traffic_Congestion_and_Reliability_Linking_Solutions_to_Problems.mht
UR  - https://trid.trb.org/view/748062
ER  - 

TY  - RPRT
AN  - 00986337
AU  - Federal Highway Administration
TI  - MECHANISTIC - EMPIRICAL DESIGN GUIDE : 2004 WORKSHOPS
PY  - 2004/07
SP  - n.p.
AB  - This design guide covers the presentations given at workshops held in 2004. The topics covered by the guide and presentations fall into the following categories: new and different, flexible pavement design, rigid pavement design, and implementation.
KW  - Design
KW  - Flexible pavements
KW  - Guidelines
KW  - Implementation
KW  - Innovation
KW  - Pavement design
KW  - Rigid pavements
KW  - Workshops
UR  - https://trid.trb.org/view/748354
ER  - 

TY  - RPRT
AN  - 00986324
AU  - Cross, S A
AU  - Shrestha, P P
AU  - Oklahoma State University, Stillwater
AU  - Federal Highway Administration
TI  - GUIDELINES FOR USING PRIME AND TACK COATS
PY  - 2004/07
SP  - 113 p.
AB  - Prime and tack coats have a purpose in the pavement construction process, yet many times they are misused or eliminated during the project.  While most of the time no harm appears to occur to the roadway, technical guidance is warranted to assure appropriate usage.  The objective of this study was to produce a prime and tack coat guide publication developed for project development and field personnel to provide decision-making guidance on how to use, when to keep, and when to eliminate prime and tack coats.  A literature search, which focused on handbooks and technical reports, was conducted to determine the applicability and benefits of prime and tack coat, prime and tack coat effectiveness, materials used and when and where they are used. Central Federal Lands Highway Division's (CFLHD's) current construction specifications were compared with best practices determined from the literature and a phone survey of current practice of state DOTs from the CFLHD region.  Finally, a review of the potential harmful and positive environmental effects of the prime and tack coat process, including the various bituminous products used, was undertaken.  Based on the information collected, a guideline for CFLHD project development and field personnel was developed.  The guideline provides decision-making guidance on how to use, when to keep, and when to eliminate prime and tack coats.
KW  - Asphalt pavements
KW  - Benefits
KW  - Best practices
KW  - Bituminous construction
KW  - Environmental impacts
KW  - Guidelines
KW  - Materials
KW  - Paving
KW  - Prime coats
KW  - Tack coats
UR  - http://www.cflhd.gov/resources/materials/documents/PrimeTackCoats.pdf
UR  - https://trid.trb.org/view/748048
ER  - 

TY  - RPRT
AN  - 00984535
AU  - Krechmer, D
AU  - Clark, N
AU  - Kopp, C
AU  - Chong, A
AU  - Cambridge Systematics, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF METHODS FOR BENEFITS ASSESSMENT OF ITS DEPLOYMENT IN WISCONSIN
PY  - 2004/07
SP  - v.p.
AB  - The formal Intelligent Transportation Systems (ITS) program in Wisconsin has been in place since 1993.  During 2000 and 2001, planning and program-level resources have been determined for a 10-year timeframe.  However, as the Wisconsin Department of Transportation (WisDOT) moved in 2002 toward development of specific design criteria, a need was identified for more detailed benefit/cost analysis tools to enable engineers and other practitioners to make quantitative, data-based decisions comparing one type of solution to another.  Wisconsin-based case studies were desired to help decide what approaches to employ to optimize use of resources to solve congestion and safety problems on the Wisconsin transportation system.  This project involved three major tasks:  (1) Conduct a literature review to identify state-of-the-art in ITS benefits analysis.  The purpose of this task was to update previous work conducted by the University of Wisconsin-Milwaukee as well as to identify a set of benefit/cost methodologies appropriate for use in Wisconsin and a recommended set of tools to be tested.  (2) Development of a structured deployment philosophy for development of ITS alternatives.  This philosophy is built on parameters already identified by WisDOT and covers a range of ITS solutions that can be applied in different settings across the State.  (3) Identification and selection of candidate case studies that cover a range of ITS applications and geographic settings. WisDOT and Cambridge Systematics identified a set of potential case studies that could be used to demonstrate the ITS benefit methodologies identified during the literature search.  These studies were ultimately narrowed from 13 case studies to 6. Benefit tools were developed and/or applied for each of the 6 case studies and results were documented in the report.
KW  - Alternatives analysis
KW  - Benefit cost analysis
KW  - Case studies
KW  - Decision making
KW  - Deployment
KW  - Intelligent transportation systems
KW  - Literature reviews
KW  - State of the art
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/02-16itsbenefits.pdf
UR  - https://trid.trb.org/view/745853
ER  - 

TY  - RPRT
AN  - 00984528
AU  - Reiter, D
AU  - Bowlby, W
AU  - Herman, L
AU  - Boyer, J
AU  - Bowlby and Associates, Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - TRAFFIC NOISE IN MONTANA: COMMUNITY AWARENESS AND RECOMMENDATIONS FOR A RURAL STATE
PY  - 2004/07
SP  - 293 p.
AB  - This research focuses on current policies, practices and procedures for non-traditional noise abatement solutions, solutions that are alternatives to noise barrier walls or berms built by a state department of transportation.  Reviews of the literature and the practice have been conducted on pavement related noise, noise-compatible land use planning, sound insulation, and traffic management techniques.  Type II (retrofit) noise barrier programs have also been examined. Also, a detailed examination of land use planning and development processes and procedures within the State of Montana has been completed, including discussions with a number of local agency planners.  This work reveals that because of concerns over growth, many mechanisms are in place that are conducive to the implementation of a noise-compatible planning and development program.  Additionally, two surveys were developed and administered:  one for citizens living near busy roads in four Montana urban areas and one for local Montana planners. The surveys deal with people's perceptions of noise and noise mitigation, and interest in noise-compatible planning and development.  The analysis of the survey data, the literature and the practice have resulted in a number of recommendations to the Montana Department of Transportation regarding implementation of noise-compatible planning and development in Montana.
KW  - Land use planning
KW  - Literature reviews
KW  - Montana
KW  - Noise barriers
KW  - Noise control
KW  - Recommendations
KW  - Retrofitting
KW  - Sound attenuation
KW  - State of the practice
KW  - Surveys
KW  - Traffic control
KW  - Traffic noise
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/noise/final_report.pdf
UR  - http://ntl.bts.gov/lib/45000/45800/45815/final_report36.pdf
UR  - https://trid.trb.org/view/745719
ER  - 

TY  - RPRT
AN  - 00982173
AU  - Yu, S-L
AU  - Fricker, J D
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A HIGHWAY TRAVELER INFORMATION SYSTEM: FORECASTING AND PUBLICIZING DELAYS IN THE INDIANA STATE HIGHWAY NETWORK
PY  - 2004/07
SP  - 233 p.
AB  - The Highway Travel Information System (HTIS) is a long-term pre-trip information system providing information about expected events, such as road construction.  The HTIS can be beneficial to both highway travelers and roadway project schedulers. Project schedulers can use the HTIS to check the forecasted traffic impacts of a proposed construction project schedule.  If the schedule would cause unacceptable delays, a scheduler can try new schedules to reduce the delay.  Travelers who have flexible schedules and would like to do pre-trip planning can obtain knowledge of traffic conditions in the near future from HTIS to avoid unnecessary delays.  An approach called Workzone Delay Equilibrium Estimation (WDEE) is used by the HTIS to predict traffic conditions as construction zones age.  Two extreme values of link volumes are calculated based on two scenarios:  "no information", in which no drivers know about a new road capacity reduction, and "complete information", in which all drivers have adequate information about road construction zones.  A relationship between link volumes and the age of a construction project has been hypothesized and applied to the two extreme cases to estimate link volumes during construction periods.  Finally, the expected delays on links under construction are estimated based on the estimated link volumes.  The HTIS is divided into three subsystems for the purpose of meeting the needs of different groups of users.  They are the modeling, project scheduling, and web access subsystems. The modeling and project scheduling subsystems are for management purposes and the web access subsystem is for use by the traveling public.  The modeling subsystem is built using Excel VBA and TransCAD GISDK interfaces.  The main function of the modeling subsystem is to model traffic conditions and generate a delay database.  The project scheduling subsystem is built on the TransCAD GISDK interface.  The major tasks for the project scheduling subsystem include scheduling database management and assisting project scheduling.  The web access subsystem is built on several scripting languages, including Hyper Text Markup Language (HTML), JavaScript, VB-script, and Active Server Pagers (ASP).  With the web access subsystem, travelers may input their proposed departure times and receive information about expected delays at workzones that are expected to be active during their trips.  Motorists can use the information to plan their trips up to two months in advance.
KW  - Construction scheduling
KW  - Forecasting
KW  - Indiana
KW  - Pre-trip planning
KW  - Project management
KW  - Subsystems
KW  - Traffic delays
KW  - Traveler information and communication systems
KW  - Work zones
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1474&context=jtrp
UR  - https://trid.trb.org/view/743287
ER  - 

TY  - RPRT
AN  - 00982075
AU  - Camata, G
AU  - Shing, P B
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF GFRP DECK PANEL FOR THE O'FALLON PARK BRIDGE
PY  - 2004/07
SP  - 178 p.
AB  - Under the Innovative Bridge Research and Construction (IBRC) program of the Federal Highway Administration (FHWA), the City and County of Denver in cooperation with the Colorado Department of Transportation (CDOT) and FHWA built a bridge with a glass fiber reinforced polymer (GFRP) deck in O'Fallon Park, which is located west of the City of Denver.  One of the main objectives of this project was to investigate the feasibility of using FRP decks for highway bridges.  Hence, the FRP deck in the O'Fallon Park bridge was designed to have a configuration similar to a highway bridge deck.  The GFRP deck has a sandwich construction with top and bottom faces and a honeycomb core.  Because of the lack of standard design provisions and manufacturing techniques for GFRP deck C panels, studies have been conducted at the University of Colorado at Boulder to evaluate the design proposed by the manufacturer, and the load-carrying capacity and long-term performance of the selected panels as part of the IBRC program.  This study has shown that the design of the GFRP deck is adequate according to the provisions of the City and County of Denver.  The deck has a factor of safety of five against failure.  The deck also satisfies the deflection limits stipulated in the design provisions.  However, the tests and the analyses have indicated that the material orthotropy of the panel and the localized bending effect caused by the soft core can reduce the effective bending width by 25% compared to a homogenous isotropic panel.  Furthermore, this and past studies have shown that the governing failure mode of this type of sandwich panel is the delamination of the upper face from the core and that there is a large scatter of the interface shear strength among the test specimens.  Hence, this should be a major consideration in design.
KW  - Bearing capacity
KW  - Bending
KW  - Bridge decks
KW  - Deflection
KW  - Delamination
KW  - Denver (Colorado)
KW  - Design
KW  - Failure
KW  - Glass fiber reinforced plastics
KW  - Highway bridges
KW  - Interfaces
KW  - Performance
KW  - Safety
KW  - Sandwich construction
KW  - Shear strength
UR  - http://www.dot.state.co.us/Publications/PDFFiles/Ofallanpark.pdf
UR  - https://trid.trb.org/view/743229
ER  - 

TY  - RPRT
AN  - 00979959
AU  - Hallmark, Shauna L
AU  - Isebrands, H
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - EVALUATING SPEED DIFFERENCES BETWEEN PASSENGER VEHICLES AND HEAVY TRUCKS FOR TRANSPORTATION-RELATED EMISSION MODELING
PY  - 2004/07
SP  - 53 p.
AB  - Heavy vehicles emit emissions at different rates than passenger vehicles.  They may behave differently on the road as well, yet they are often treated similarly to passenger vehicles in emissions modeling.  Although not frequently considered in calculating emission rates, differences in the operating speeds of passenger vehicles and heavy trucks may influence emissions. The main goal of this research project was to evaluate whether heavy trucks typically travel at significantly different operating speeds than passenger vehicles and what impact differences in on-road speeds would have on emissions.  Average speeds and spot speeds were collected for heavy trucks and passenger vehicles for four arterial segments and spot speeds were collected for two freeway segments in Des Moines, Iowa. Average and spot speeds were collected for four arterial segments and three freeway segments in the Minneapolis/St. Paul, Minnesota metropolitan area.  The results of this research show that heavy trucks and passenger vehicles operate differently on the road.  Average and spot speeds were compared for heavy trucks and passenger vehicles by facility.  Average and spot speeds for heavy-duty trucks were lower than for passenger vehicles for all locations.  Differences could have consequences for project level and regional emissions modeling particularly since the ability to demonstrate conformity is based on the ability to correctly estimate and model vehicle activity.
KW  - Arterial highways
KW  - Average travel speed
KW  - Des Moines (Iowa)
KW  - Exhaust gases
KW  - Freeways
KW  - Heavy duty trucks
KW  - Mathematical models
KW  - Operating speed
KW  - Passenger vehicles
KW  - Spot speed
KW  - Twin Cities Metropolitan Area (Minnesota)
UR  - http://www.ctre.iastate.edu/reports/truck_speed.pdf
UR  - https://trid.trb.org/view/740737
ER  - 

TY  - RPRT
AN  - 00979953
AU  - Tuan, C Y
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - CONDUCTIVE CONCRETE FOR BRIDGE DECK DEICING AND ANTI-ICING
PY  - 2004/07
SP  - 168 p.
AB  - Traditionally, removing ice from pavement can be accomplished by a combination of several methods, such as plowing, natural melting, traffic movement, and chemical treatment.  Because the bond between ice and pavement is strong, removal by plowing alone is not effective.  Chemical treatment helps break the bond by melting into the ice and spreading under the ice layer.  Most highway winter maintenance depends on using chemicals and fine granular particles as a primary means for deicing.  However, using deicing chemicals and salt has caused damage to concrete and corrosion of reinforcing bars in concrete bridge decks which is partially responsible for the rapid deterioration of transportation infrastructure in the U.S.  The search for improved deicing methods has been a research focus for quite some time.  The use of electric heating cables and heated fluid in pipes have been attempted, however, those techniques were too expensive to operate and difficult to maintain.  Conductive concrete is produced by adding electrically conductive components to a regular concrete mix to attain stable electrical conductivity.  Due to its electrical resistance, a thin layer of conductive concrete can generate enough heat to prevent ice formation on concrete pavement when connected to a power source. A concrete mix containing 1.5% of steel fibers and 25% of steel shavings by volume was developed specifically for concrete bridge deck deicing.  The mix has adequate strength and provides a thermal power density of 600 W/sq m, producing a heating rate of 0.25 deg C/min under subfreezing temperature.  The average energy cost was about $0.8/sq m per snow storm.  A comparison of conductive concrete technology against other deicing technologies in the literature has revealed that it has the potential to become the most cost-effective deicing technology in the future. This research project has national and international implications.  Statistics indicate that 10 to 15% of all roadway accidents are directly related to weather conditions.  The accumulation on paved surfaces is not merely a concern for motorists; ice accumulation on pedestrian walkways accounts for numerous personal injuries, due to slipping and falling.  The conductive concrete deicing technology is readily available for implementation at accident-prone areas such as bridge overpasses, exit ramps, airport runways, street intersections, sidewalks, and driveways.  During development of the conductive concrete, several drawbacks about using steel shavings in the mix were noticed.  Carbon and graphite products were subsequently used to replace steel shavings in the conductive concrete design.  A conductive concrete deck has been implemented for deicing on a highway bridge at Roca, Nebraska.  The Roca Spur Bridge has a 46 m long and 11 m wide conductive concrete deck overlay.  The overlay has been instrumented with temperature and current sensors to provide data for heating performance monitoring during winter storms.  Experimental data and operating costs are presented in this report.
KW  - Anti-icing
KW  - Bridge decks
KW  - Carbon
KW  - Conducting materials
KW  - Conductive concrete
KW  - Cost effectiveness
KW  - Data collection
KW  - Deicing
KW  - Electrical conductivity
KW  - Graphite
KW  - Ice prevention
KW  - Monitoring
KW  - Operating costs
KW  - Overlays (Pavements)
KW  - Performance
KW  - Sensors
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/24000/24800/24821/index.html
UR  - https://trid.trb.org/view/740731
ER  - 

TY  - JOUR
AN  - 00979157
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Capka, J R
AU  - Federal Highway Administration
TI  - A WELL-CONCEIVED PLAN WILL PUT IT ALL TOGETHER
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 65-74
AB  - Megaprojects require not only a great deal of management fortitude, but also well-conceived plans to define the goals, shape the preparations, and ensure successful execution. Managing a megaproject is more than managing a major construction effort; it is also managing a public journey. Lessons learned from experiences on megaprojects over the past decade have shown that a hallmark of successful projects is a comprehensive project management plan that serves as a road map for the long journey ahead, from inception to completion. This article focuses on the importance of such a road map in ensuring a quality product that is delivered safely, on time, within budget, and in a manner that meets or exceeds all expectations.
KW  - Best practices
KW  - Construction industry
KW  - Construction management
KW  - Highway facilities
KW  - Megaprojects
KW  - Planning methods
KW  - Project management
KW  - Road construction
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/10.cfm
UR  - https://trid.trb.org/view/741786
ER  - 

TY  - JOUR
AN  - 00979156
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Allen, C
AU  - Barnes, P E
AU  - Federal Highway Administration
TI  - SHARING EXPERIENCES AND LESSONS LEARNED
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 54-64
AB  - Megaprojects, even though they are bigger and more complicated than normal projects, still offer opportunities to retool business processes, improve efficiency, and curtail costs and completion times without sacrificing project quality. The recent focus by the U.S. Federal Highway Administration (FHWA) on continuous quality improvement sets the stage for incorporating lessons learned into standard practices. A wealth of information about megaprojects is available, and FHWA division offices and State departments of transportation are eager to share what they have come to know in conjunction with large infrastructure projects. This article provides lessons learned from the Central Artery/Tunnel project in Boston, the Denver Transportation Expansion Project, the Woodrow Wilson Bridge project in suburban Washington, D.C., and others, relating to project and construction management, planning, and design best practices.
KW  - Best practices
KW  - Boston (Massachusetts)
KW  - Construction industry
KW  - Construction management
KW  - Contract administration
KW  - Denver (Colorado)
KW  - Highway facilities
KW  - Megaprojects
KW  - Project management
KW  - Public works departments
KW  - Road construction
KW  - State departments of transportation
KW  - Washington (District of Columbia)
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/09.cfm
UR  - https://trid.trb.org/view/741785
ER  - 

TY  - JOUR
AN  - 00979154
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sinnette, J
AU  - Federal Highway Administration
TI  - ACCOUNTING FOR MEGAPROJECT DOLLARS
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 40-47
AB  - Megaprojects (costing $1 billion+) present unique challenges when it comes to estimating and managing costs. With megaprojects, which may span decades, the challenges can begin as soon as the project is conceived and often do not end until the books are closed. Congressional and other political leaders, auditing agencies, and the public have been paying closer scrutiny to cost increases on major transportation projects. Given stewardship of the taxpayers' money, it is crucial that cost estimates be as complete and accurate as possible if the transportation industry is to maintain the public trust. This article discuses how, even though cost estimating for megaprojects is inherently difficult, efforts are underway to help project managers estimate costs more accurately at every phase of project delivery.
KW  - Construction industry
KW  - Construction management
KW  - Cost control
KW  - Cost estimating
KW  - Highway facilities
KW  - Infrastructure
KW  - Megaprojects
KW  - Project management
KW  - Public transit
KW  - Road construction
KW  - Transportation departments
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/07.cfm
UR  - https://trid.trb.org/view/741783
ER  - 

TY  - JOUR
AN  - 00979155
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Yakowenko, G
AU  - Federal Highway Administration
TI  - MEGAPROJECT PROCUREMENT: BREAKING FROM TRADITION
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 48-53
AB  - One of the most important factors in bringing large highway and transit projects to successful completion is the selection of the best, most appropriate project delivery method or combination of methods; a system that sets contractual arrangements for project design, construction, and operations and maintenance. It is vital that megaproject managers establish an acquisition strategy early in project development because of the direct bearing on both the management's organization of roles and responsibilities and risk ownership allocation between the public and private sectors. Under traditional design-bid-build (DBB) contracting, the agency, or its designated engineering consultant, designs the project and prepares the construction contract documents. The construction contract is then bid publicly and awarded to the low responsive bidder. Over time, some in the industry have raised concerns with the efficiency of DBB in terms of project cost, schedule, and productivity. In response, the Federal Highway Administration (FHWA) began an experimental program in 1990, termed the Special Experimental Project No. 14 (SEP-14) Innovative Contracting Practices. The program allows States to evaluate nontraditional contracting methods that are not in full compliance with FHWA's contracting policies but provide an open, competitive procurement. Under SEP-14, project owners seeking Federal aid may apply for approval to use nontraditional construction contracting techniques (methods of award other than the lowest responsive bid) to implement value-oriented procurement processes.
KW  - Business practices
KW  - Construction industry
KW  - Construction management
KW  - Construction scheduling
KW  - Contract administration
KW  - Costs
KW  - Design build
KW  - Federal aid
KW  - Procurement
KW  - Project management
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/08.cfm
UR  - https://trid.trb.org/view/741784
ER  - 

TY  - JOUR
AN  - 00979146
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sinnette, J
AU  - Federal Highway Administration
TI  - BUILDING PUBLIC TRUST
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 16-21
AB  - Each year, the U.S. Congress entrusts the transport community with billions in Federal-aid highway funds to meet the needs of the traveling public. Megaprojects--major transportation efforts with estimated price tags of over $1 billion--might be thought of as "megatrusts," which inherently attract public attention. Through all the complexities, from funding and raw materials to contract management and environmental impacts, transport agency officials need to maintain public trust and confidence. Remaining in good standing with the public underlies effective project management and enhances the credibility of agencies and the transport community in general. This article gives an overview of opportunities for affecting the public trust on megaprojects in areas such as estimated and actual costs; time to completion; environmental, cultural, and historical impacts; access to local businesses/residences; contract management; and public safety.
KW  - Accessibility
KW  - Contract administration
KW  - Cost estimating
KW  - Environmental impacts
KW  - Government agencies
KW  - Infrastructure
KW  - Megaprojects
KW  - Project management
KW  - Public relations
KW  - Road construction
KW  - Work zone safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/03.cfm
UR  - https://trid.trb.org/view/741779
ER  - 

TY  - JOUR
AN  - 00979148
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Broadhurst, J V
AU  - Federal Highway Administration
TI  - FROM HIGHWAYS TO SKYWAYS AND SEAWAYS--THE INTERNATIONAL CHALLENGE
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 28-33
AB  - For transportation agencies today, the most complex, high-profile megaprojects often are intermodal, involving the convergence of multiple modes of transport. Three key elements define intermodal transportation: 1) movement of goods or people, 2) use of more than 1 mode, and 3) seamless transport during the entire journey. Among the expanded responsibilities that highway agencies need to consider in the planning stages for large intermodal projects are tasks such as forming interagency or public-private partnerships; using unique contracting and financing mechanisms; incorporating new design and construction innovations and techniques; managing funding from multiple sources; encouraging public involvement; and complying with accessibility requirements at transit stations and parking lots. This article looks at 3 intermodal megaprojects selected from around the U.S. to offer insights into practices and partnerships that are helping to successfully deliver new and rehabilitated transport facilities: the Transportation Expansion Project in Denver, Colorado; the Miami Intermodal Center in south Florida; and the I-95 crossing in New Haven Harbor, Connecticut.
KW  - Accessibility
KW  - Connecticut
KW  - Contracting
KW  - Denver (Colorado)
KW  - Freight transportation
KW  - Highway departments
KW  - Intermodal transportation
KW  - Megaprojects
KW  - Project management
KW  - Public private partnerships
KW  - Southern Florida
KW  - State government agencies
KW  - Transportation modes
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/05.cfm
UR  - https://trid.trb.org/view/741781
ER  - 

TY  - JOUR
AN  - 00979147
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sorel, T
AU  - Federal Highway Administration
TI  - THE LIFE CYCLE CONTINUUM
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 22-27
AB  - Megaprojects (those costing over $1 billion) follow a life cycle posing special management issues. A project's life cycle normally contains 5 phases: 1) planning, 2) preliminary design and environmental review, 3) final design and right-of-review, 4) construction, and 5) operation. The phases are parts of a whole and are not independent, self-contained tasks that can exist in isolation. But, some projects/agencies are set up in a way that encourages discontinuity or "stovepiping." Stovepiped projects contain phases that occur independently with little or no overlap process or hand-off between phases; similarly, stovepiped organizations have a narrow, rigid set of responsibilities with no overlap. Experience at the federal, state, and local levels of departments of transportation shows that stovepiping, especially with megaprojects, can lead to inefficiencies/delays in project delivery. To ensure continuity and coordination, project phases should overlap so that when work on one project phase is done, it is not simply handed off to the next phase with no transition. This article discusses efforts in the transportation agency community to reduce stovepiping on megaprojects.
KW  - Life cycle analysis
KW  - Management and organization
KW  - Megaprojects
KW  - Planning methods
KW  - Planning stages
KW  - Project management
KW  - Segmental construction
KW  - Stovepiping
KW  - Transportation departments
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/04.cfm
UR  - https://trid.trb.org/view/741780
ER  - 

TY  - JOUR
AN  - 00979153
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Allen, C
AU  - Federal Highway Administration
TI  - REDUCING UNCERTAINTY
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 34-39
AB  - Risks arise because of limited information and uncertainty about the future. In transportation construction projects, managers face the risk of cost overruns, scope and schedule creep, and even waste, fraud, and abuse. Environmental, quality, and safety factors also represent sources of risk. And with megaprojects (costing $1 billion+), managers risk generating political controversy at various governmental levels. Managing risk effectively, especially with major transportation projects, calls for implementation of a structured well-conceived risk management plan. Although managers cannot eliminate risk entirely, they can minimize uncertainties by monitoring project risks, developing strategies to mitigate them, and establishing fallback positions and contingencies. Risk management also can lead to more creative and efficient management techniques, such as innovative financing, new methods of accountability and control, and increased options for contractual arrangements.
KW  - Construction industry
KW  - Contract administration
KW  - Financing
KW  - Infrastructure
KW  - Planning methods
KW  - Project management
KW  - Risk analysis
KW  - Risk assessment
KW  - Risk management
KW  - Road construction
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/06.cfm
UR  - https://trid.trb.org/view/741782
ER  - 

TY  - JOUR
AN  - 00979144
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Capka, J R
AU  - Federal Highway Administration
TI  - MEGAPROJECTS--THEY ARE A DIFFERENT BREED
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 2-9
AB  - To successfully address the transportation challenges facing the U.S. when megaprojects are deemed the solution, agencies must be able to plan, program, design, and deliver projects of immense size and complexity effectively. Not only are the resulting projects necessarily large, complex, and costly, but they also attract intense pressure to minimize, if not avoid entirely, their adverse construction/postconstruction impacts on daily commerce, quality of life, and the environment. The combined effect of these factors is what makes a megaproject a megachallenge. This article discusses how agencies can be successful in managing megaprojects by anticipating the difficulty of the task at hand before embarking on the mission, and also by realizing that megaproject management requires a complex and sometimes hard to comprehend set of public dynamics.
KW  - Construction management
KW  - Contract administration
KW  - Government agencies
KW  - Infrastructure
KW  - Megaprojects
KW  - Planning and design
KW  - Project management
KW  - Road construction
KW  - Transportation planning
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/01.cfm
UR  - https://trid.trb.org/view/741778
ER  - 

TY  - JOUR
AN  - 00979145
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sorel, T
AU  - Federal Highway Administration
TI  - GREAT EXPECTATIONS
PY  - 2004/07
VL  - 68
IS  - 1
SP  - p. 11-15
AB  - On a micro level, transportation megaprojects disrupt the lives of individual citizens--temporarily and permanently--and encompass travel routes, noise, debris, congestion, safety, property issues, business operations, public transit, the environment, and more. On a macro level, megaprojects can affect tourism, the economy, congestion, the environment, freight and transit operations, and public trust on a national level. Although the public customer wants and needs the solutions that result from megaprojects, the process of getting there can make all the difference between meeting customer expectations and creating customer dissatisfaction and a lack of public trust. This article discusses the importance of utilizing a combination of project management, best practices, community involvement, and communications to help agencies set and meet customer and stakeholder expectations related to megaprojects.
KW  - Best practices
KW  - Customer satisfaction
KW  - Economic impacts
KW  - Environmental impacts
KW  - Infrastructure
KW  - Megaprojects
KW  - Project management
KW  - Public relations
KW  - Public transit
KW  - Public works
KW  - Stakeholders
KW  - Transportation planning
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jul/02.cfm
UR  - https://trid.trb.org/view/499951
ER  - 

TY  - RPRT
AN  - 00978491
AU  - Kihl, M
AU  - Bansal, S
AU  - Brungart, J
AU  - Gannon, A
AU  - Johnson, T
AU  - Majumdar, D
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ITS TECHNOLOGIES AND MATURE DRIVERS
PY  - 2004/07
SP  - 130 p.
AB  - This report presents the findings of a research project pursued by a faculty-student team from Arizona State University in cooperation with the Arizona Department of Transportation (ADOT), Arizona Transportation Research Center and the Maricopa Association of Governments.  The research focused on the perception of older drivers of Intelligent Transportation System (ITS) technologies, specifically those deployed on the urban freeway system in the Phoenix Metropolitan Area.  A series of 11 focus group sessions held with drivers over age 65 from fall 2003 to spring 2004 provided the primary source of information on perceptions of ITS technologies.  Both year-round residents and winter visitors were represented in focus groups that were held in a variety of locations and settings across the Phoenix urban area.  One additional focus group with drivers aged 40 to 55 served as a control group.  The study emphasized three technologies--variable message signs (VMSs), portable VMSs, and ramp meters.  Focus groups and an additional group of older drivers in two heuristic user evaluation sessions also assessed the evolving ADOT Advanced Traveler Information Systems (ATIS) effort that includes both a dedicated interactive 511 telephone highway conditions reporting system and an AZ511.com website that provides almost real time highway conditions reports.  An assessment of freeway on-ramp accidents involving older drivers for the period 2000-2003 offered a basis for a more objective review of the challenges faced by older drivers.  The older drivers involved in the study were frequent users of the Phoenix urban freeway system, and were generally enthusiastic about the ITS devices that they felt responded to some specific challenges they faced while driving on freeways.  They offered relatively small changes that would enhance their effectiveness.  Large VMSs with 18-in. yellow fiber optic letters displayed against a black background caught the attention and were far easier to read than standard highway signs.  Drivers urged using them only to convey short, specific directions to current roadway users. Portable electronic signs captured attention near construction sites, but placement only on the right side of the freeway limited visibility.  Legibility was a significant concern and double phased signs were particularly challenging to read in time to process information effectively.  They preferred sequential signs mounted high above trailers.  Ramp meters not only helped the flow of traffic, but also benefited older drivers by providing about 4 seconds to find a gap in traffic. Accidents have declined at on-ramps; the ramp meters and new acceleration lanes have both played a role.  Older drivers also have identified key elements that they believe will enhance the usability of both the evolving 511 and AZ511 systems.
KW  - 511 (National Travel Information Number)
KW  - Advanced traveler information systems
KW  - Aged drivers
KW  - Color
KW  - Fiber optics
KW  - Focus groups
KW  - Freeways
KW  - Intelligent transportation systems
KW  - Legibility
KW  - Lettering
KW  - Messages (Communications)
KW  - On ramps
KW  - Phoenix (Arizona)
KW  - Portable electronic signs
KW  - Ramp metering
KW  - Traffic crashes
KW  - Urban areas
KW  - Variable message signs
KW  - Visibility
KW  - Work zone traffic control
UR  - http://ntl.bts.gov/lib/24000/24800/24852/AZ562.pdf
UR  - https://trid.trb.org/view/740332
ER  - 

TY  - RPRT
AN  - 00977125
AU  - Moore, M
AU  - Phares, B M
AU  - Washer, G A
AU  - Wiss, Janney, Elstner Associates, Incorporated
AU  - Federal Highway Administration
TI  - GUIDELINES FOR ULTRASONIC INSPECTION OF HANGER PINS
PY  - 2004/07
SP  - 107 p.
AB  - A failed hanger pin initiated the tragic collapse of one span of the Mianus River Bridge in Greenwich, Connecticut on June 28, 1983, resulting in the deaths of three motorists.  Following the collapse, there was an immediate increase of interest in the inspection and condition evaluation of bridge hanger pins. Ultrasonic inspection has become the primary method of performing detailed inspection of in-service hanger pins.  The document describes the fundamentals of ultrasonic testing and general inspection requirements that can be used by State transportation agencies or by others performing ultrasonic hanger pin inspection.  In addition, five hanger pins, with known defects, were inspected to emphasize and more completely explain some important aspects of ultrasonic hanger pin inspection.  Items included in the fundamental review are the pulse-echo technique, pitch-catch technique, decibel scale, piezoelectric effect, beam diffraction, beam absorption, beam spread (beam divergence), beam centerline location, and distance amplitude correction.  Items included in the general inspection requirement section are cleaning and coupling requirements, interpretation of signals, defect sizing techniques, effect of wear grooves, phenomena of acoustic coupling, inspection documentation, data collection, and inspector qualifications and certifications.  Results from the experimental program include beam diffraction graphs, distance amplitude correction curves, sensitivity analysis of straight and angled beams, defect sizing analysis, and verification of the acoustic coupling phenomena.
KW  - Acoustic coupling
KW  - Bridges
KW  - Collapse
KW  - Defects
KW  - Inspection
KW  - Nondestructive tests
KW  - Pins
KW  - Ultrasonic tests
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04042/index.cfm
UR  - https://trid.trb.org/view/703199
ER  - 

TY  - RPRT
AN  - 00977126
AU  - Hartt, W H
AU  - Powers, Rodney G
AU  - Leroux, V
AU  - Lysogorski, D K
AU  - Florida Atlantic University, Dania Beach
AU  - Federal Highway Administration
TI  - A CRITICAL LITERATURE REVIEW OF HIGH-PERFORMANCE CORROSION REINFORCEMENTS IN CONCRETE BRIDGE APPLICATIONS
PY  - 2004/07
SP  - 54 p.
AB  - A critical literature review regarding high-performance reinforcement for concrete bridge applications was conducted. This included (1) an overview of the corrosion-induced concrete deterioration process, (2) corrosion control alternatives, (3) the utility of corrosion (pitting) resistant alloys for applications in chloride containing environments, (4) a review of the pitting mechanism, and (5) performance of various metallic reinforcement types in aqueous solutions, cementitious embedments, test yard exposures, and actual structures. Specific alloys upon which attention was directed include black steel; MMFX-II; and various grades of ferritic, austenitic, and duplex stainless steels, as both solid and clad bars and in the as-received and pickled conditions.  It was determined that the high-performance alloys outperformed black steel from a corrosion resistance standpoint.  Unlike the various grades of black steel, however, a relatively wide range of corrosion performance was apparent for the high-performance counterparts depending upon the alloy and surface condition.  At the same time, the present approach to materials selection for bridge construction is to identify the reinforcement candidate that will achieve the design life at the least life cycle cost. This, in turn requires that long-term corrosion performance of candidate reinforcement types be known for the anticipated design life of the bridge in question, which can be 75-100 years.  However, because service history for these materials in this application is limited, the necessary information can only be obtained from accelerated, short-term tests, but there is no reliable correlation between the results from these tests and long-term performance.
KW  - Accelerated tests
KW  - Black steel
KW  - Chlorides
KW  - Corrosion
KW  - Corrosion resistance
KW  - Corrosion resistant alloys
KW  - Deterioration
KW  - Life cycle costing
KW  - Literature reviews
KW  - Performance
KW  - Pitting
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Service life
KW  - Stainless steel
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04093/index.cfm
UR  - https://trid.trb.org/view/703200
ER  - 

TY  - RPRT
AN  - 00976008
AU  - Jones, E G
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF RURAL BICYCLE COMPATIBILITY INDEX
PY  - 2004/07
SP  - 161 p.
AB  - Level of Service (LOS) is a qualitative measure that describes the operation of motor vehicle traffic.  LOS is defined using traffic characteristics such as speed, travel time, freedom to maneuver, and safety.  A standard system for measuring LOS has been in use for many years in the description of motor vehicle traffic.  In the area of bicycle transportation, no such standard currently exists.  Many attempts at developing a LOS standard have been made for describing urban traffic, but no research has specifically focused on describing rural bicycle traffic.  The development of a rural bicycle compatibility index (RBCI) is described.  A recent Federal Highway Administration (FHWA) research project developed a BCI.  This index was developed for urban and suburban roadway segments and incorporated those variables that bicyclists typically use to assess how compatible a roadway segment is for travel by bicycle.  The FHWA BCI can be used by bicycle coordinators, transportation planners, traffic engineers, and others to evaluate existing facilities to determine what improvements may be required, as well as the geometric and operational requirements for new facilities to achieve the desired level of bicycle service.  The objective of this thesis is to develop a rural equivalent of the BCI.  Roadways in rural Nebraska were used to develop the RBCI.  Although the specific results of this work are clearly applicable to Nebraska and other similar rural areas, the general methodology and concepts could easily be used to develop a more general RBCI that would have national applicability.  An RBCI will provide bicycle coordinators, transportation planners, traffic engineers, and others the capability to better plan and design bicycle compatible roadways.  Specifically, an RBCI model can be used for operational evaluation, design, and planning.
KW  - Bicycle compatibility index
KW  - Bicycle facilities
KW  - Bicycle lanes
KW  - Bicycle travel
KW  - Design
KW  - Level of service
KW  - Nebraska
KW  - Rural areas
KW  - Standards
KW  - Traffic engineering
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/24000/24800/24817/NDOR_Final_Report-RBCI.pdf
UR  - https://trid.trb.org/view/702774
ER  - 

TY  - RPRT
AN  - 00975989
AU  - Maupin, G W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - QUANTITATIVE DETERMINATION OF ASPHALT ANTISTRIPPING ADDITIVE
PY  - 2004/07
SP  - 16 p.
AB  - A small device (StripScan) has been developed by InstroTech, Inc., that uses litmus paper and a spectrophotometer to analyze vapors from hot liquid asphalt binders and mixtures to determine the percentage of antistripping additive present.  Approximately 60 five-point additive content-color index count regressions were performed on binders and mixtures to determine how well the StripScan device measured additive content.  The regressions basically fit the quadratic format that is used by the manufacturer in the recommended calibration process.  The regressions were best when the litmus color index count was calculated by subtracting the initial count of the blank strip from the final count after exposure for the mixtures.  Changes to the instrument software and testing temperature were necessary as the investigation progressed to accommodate different grades of binders.  After the planned testing was completed, some retesting of the binders was performed using modified equipment and procedures.  The changes appeared to improve the consistency of the results; therefore, the author believes that additive content in binders can be determined within +/- 0.2% 95% of the time using the modified equipment and procedures.  Test results for mixtures were less accurate than for binders; however, if the vapor trap is modified as described, the accuracy for mixtures should be improved substantially.  Since the test can be performed quickly, multiple tests on a sample are possible.  This would increase the confidence of the test results.  Additional research and development is recommended and necessary before the device can be used for quality assurance testing.  An accuracy of +/- 0.1% is a worthy goal.
KW  - Accuracy
KW  - Antistrip additives
KW  - Asphalt mixtures
KW  - Bituminous binders
KW  - Hot mix asphalt
KW  - Litmus paper
KW  - Quality assurance
KW  - Quantitative analysis
KW  - Regression analysis
KW  - Software
KW  - Spectrophotometers
KW  - Temperature
KW  - Testing equipment
KW  - Vapors
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r3.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37193/05-r3.pdf
UR  - https://trid.trb.org/view/702757
ER  - 

TY  - ABST
AN  - 01460590
TI  - Research for AASHTO Standing Committee on Highways. Task 182. Evaluation of Highway Innovative Technology Evaluation Center (HITEC)
AB  - The objectives of this research are to evaluate the role and effectiveness of the HITEC ( Highway Innovative Technology Evaluation Center) in overcoming existing barriers to the introduction of new and innovative technologies into the highway market, and 2) recommend modifications to the HITEC to maximize the effectiveness and utility of the program to state transportation agencies and the vendor community. Research is nearly complete. The draft final report is scheduled for submission in September 05. The anticipated completion date of the research is November 2005.
KW  - Evaluation and assessment
KW  - Highways
KW  - Innovation
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - State departments of transportation
KW  - Technological innovations
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1526
UR  - https://trid.trb.org/view/1228807
ER  - 

TY  - RPRT
AN  - 01001472
AU  - Mohammad, Louay N
AU  - Daly, William H
AU  - Negulescu, Ioan I
AU  - Wu, Zhong
AU  - Daranga, Codrin
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Investigation of the Use of Recycled Polymer-Modified Asphalt in Asphaltic Concrete Pavements
PY  - 2004/06/30/Final Report
SP  - 94p
AB  - This report presents issues associated with recycling polymer modified asphalt cements (PMACs), particularly blending aged PMAC with new PMAC.  A styrene-butadiene-styrene (SBS) PMAC was selected and graded using the Superpave Performance Grading (PG) protocol.  Procedures were developed to separate the PMAC into its asphalt resin and polymer additive components and to characterize the relative concentrations of each component.  Infrared spectrographic, thermogravimetric and rheological techniques were used to identify changes in the components as a result of aging.  The impact of the extraction and recovery process on binder properties was found to be minimal.  In this study, an SBS type elastomer PMAC meeting the Louisiana Department of Transportation and Development specification for PAC-40HG and PG 70-22M was selected.  A 19 mm nominal maximum aggregate size (NMAS) Superpave mixture was designed using virgin PAC-40HG blended with four different percentages (0, 20, 40 and 60%) of Reclaimed PMAC (RPMAC), and virgin aggregates.  The RPMAC was extracted from lab-aged and field-aged asphalt mixtures.  An eight-year-old field-aged PMAC binder was recovered from a wearing course mixture located on Route US61, Livingston Parish, Lousiana.  All binders were characterized with respect to their composition and rheological properties.  Binders extracted from field cores revealed that the US61 binder was quite brittle at a low temperature as measured by both force ductility and bending beam tests.  In addition, blends of the US61 extracted binder with virgin PMAC were prepared and analyzed.  The resultant blends exhibited much stiffer properties than those produced from the corresponding concentrations of lab-aged PMAC, indicating that the Pressure Aging Vessel (PAV) procedure did not predict the field aging of PMAC binders.  A 19 mm Superpave mixture containing blends of virgin PMAC with various percentages of lab-aged and field-aged PMAC binders and original aggregates was evaluated by a suite of fundamental engineering tests including beam fatigue, indirect tensile strength and strain, indirect tensile creep, Asphalt Pavement Analyzer, and repeated shear at constant height.  Test results indicated that as the percentage of RPMAC binder in mixtures increased, the rutting resistance increased, but the fatigue resistance decreased.  Both the rutting factor of G*/sin delta at a high temperature and the fatigue parameter of G* sin delta at an intermediate temperature of the Superpave binder correlated fairly well with the results of mixture performance tests.
KW  - Aging (Materials)
KW  - Asphalt concrete pavements
KW  - Binders
KW  - Blends
KW  - Chemical composition by material content
KW  - Creep tests
KW  - Fatigue tests
KW  - Performance tests
KW  - Polymer asphalt
KW  - Recycling
KW  - Rheological properties
KW  - Rutting
KW  - Shear tests
KW  - Styrene butadiene styrene
KW  - Superpave
KW  - Tensile strength
UR  - http://www.ltrc.lsu.edu/pdf/2005/fr_391.pdf
UR  - https://trid.trb.org/view/757279
ER  - 

TY  - RPRT
AN  - 00987666
AU  - Basu, P K
AU  - Knickerbocker, D J
AU  - Vanderbilt University
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - BEHAVIOR OF JOINTLESS HIGH PERFORMANCE CONCRETE BRIDGES
PY  - 2004/06/30
SP  - 174 p.
AB  - The report presents a finite element model for a two-span jointless HPC bridge built in Dickson County, Tennessee.  The model accounts for prestress in the girders, reinforcing bars in girders, deck slab, and substructure.  It also allows for material nonlinearities in concrete, abutment backfill materials, and the supporting piles.  The results of a series of simulations are presented accounting for truck loading, as well as temperature, creep and shrinkage effects.  A series of parametric studies are also undertaken to determine the effects of angle of skew on distribution factors.  All computer simulation results are compared with actual test data accumulated over a period of four years from live load tests as well as continuous monitoring temperature, deflection, and strain variations resulting from environmental actions. Important conclusions and recommendations are made in the final chapter.
KW  - Angle of skew
KW  - Backfill soils
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge substructures
KW  - Concrete bridges
KW  - Creep
KW  - Deflection
KW  - Finite element method
KW  - Girders
KW  - High performance concrete
KW  - Live loads
KW  - Load factor
KW  - Load tests
KW  - Loads
KW  - Monitoring
KW  - Piles (Supports)
KW  - Prestressing
KW  - Reinforcing bars
KW  - Shrinkage
KW  - Simulation
KW  - Strain (Mechanics)
KW  - Temperature
UR  - http://www.tdot.state.tn.us/longrange/reports/Res-1162.pdf
UR  - https://trid.trb.org/view/753568
ER  - 

TY  - ABST
AN  - 01463095
TI  - Extending the Season for Concrete Construction and Repair--Phase II, Defining Engineering Parameters
AB  - The objective of this project is to define the effect of chemical admixtures on the durability of concrete. By measuring the effect of admixtures on such things as pressure build up within fresh concrete as it freezes and on dilation of hardened concrete as it freezes, we can expect to develop a correlation of chemical type, dosage, and make up with improved freeze-thaw performance. We expect this study to lead to guidance for enhanced service life of antifreeze concrete exposed to normal and deicer salt environments.
KW  - Admixtures
KW  - Concrete
KW  - Concrete construction
KW  - Deicing chemicals
KW  - Freeze thaw durability
KW  - Freeze thaw tests
KW  - Highways
KW  - Research projects
KW  - Seasons
KW  - Service life
KW  - Temperature
UR  - https://trid.trb.org/view/1231320
ER  - 

TY  - ABST
AN  - 01458685
TI  - Vibrating Wire with Pressure Cells
AB  - No summary provided.
KW  - Cells (Measuring devices)
KW  - Pressure
KW  - Research projects
KW  - Vibrating wire transducers
KW  - Vibration
KW  - Wire
UR  - https://trid.trb.org/view/1226896
ER  - 

TY  - RPRT
AN  - 01003748
AU  - Dougan, Charles E
AU  - Aultman-Hall, Lisa
AU  - Hudson, John H
AU  - Jackson, Eric
AU  - University of Connecticut, Storrs
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Program Development for the Connecticut Transportation Institute
PY  - 2004/06/28/Final Report
SP  - 42p
AB  - An 18-month study of the organization and structure of the Connecticut Transportation Institute (CTI) was performed.  The structure and operations of other transportation research centers were studied.  A Peer Exchange, held July 30-August 1, 2003, provided the core recommendations to organize, market and expand CTI research.  A brochure describing CTI and a display booth were designed and obtained.  A strategic plan was developed that includes specific one- and five-year actions.  A series of performance measures developed in this project were recommended to the CTI director.  The performance measures tabulated thus far indicate that overall research activities have increased between July 2002-June 2003 and July 2003-June 2004.  This project provided the impetus and tools needed to start this growth.
KW  - Connecticut Transportation Institute
KW  - Marketing
KW  - Organization
KW  - Peer exchange
KW  - Research management
KW  - Strategic planning
UR  - http://docs.trb.org/01003748.pdf
UR  - https://trid.trb.org/view/759918
ER  - 

TY  - ABST
AN  - 01549301
TI  - Abutment Scour in Cohesive Materials
AB  - Scour at bridges founded on cohesive soils is a very complex phenomenon that is not completely understood. Conventional approaches to scour prediction were developed from laboratory experiments in cohesionless materials. Even though the depth of scour in a cohesive soil may ultimately reach the same depth as it would in a cohesionless soil, the time rate of scour is significant for the cohesive soil. While ultimate scour in sand may only take a few hours or possibly days, it may take years or even centuries to reach the same depth in a cohesive soil. There is a need for research to investigate the time rate of scour in cohesive materials. Better prediction methodologies will allow bridge designers to design cost effective bridge foundations for bridges founded on clay soils. Too often, bridges are over-designed due to the lack of adequate guidance, wasting highway infrastructure funds. National Cooperative Highway Research Program (NCHRP) Project 24-15, "Complex Pier Scour and Contraction Scour in Cohesive Soils" studied pier and contraction scour and resulted in the development of methods for the analysis and prediction of complex pier and contraction scour in cohesive soils. NCHRP Project 24-15 resulted in significant advances in the prediction of pier and contraction scour in cohesive soils and in the development of the SRICOS method (Scour Rate In Cohesive Soils) and a new apparatus called the EF (Erosion Function Apparatus). NCHRP Project 24-15 . Due to limited funds at the time of project initiation, the study of bridge abutments founded on cohesive soils was not addressed under Project 24-15. There is a need for prediction methodologies similar to those developed under Project 24-15 for estimating the time rate of scour at bridge abutments founded on clay soils. The objective of this research is to develop a methodology for the prediction of abutment scour in cohesive soils consistent with the methodology developed for pier and contraction scour prediction developed under NCHRP Project 24-15
KW  - Bridge abutments
KW  - Bridge foundations
KW  - Bridge piers
KW  - Cohesive soils
KW  - Granular soils
KW  - Methodology
KW  - Scour
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=712
UR  - https://trid.trb.org/view/1339617
ER  - 

TY  - RPRT
AN  - 01003772
AU  - Tayebali, A A
AU  - Rahman, M S
AU  - Kulkarni, M B
AU  - Xu, Q
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - A Mechanistic Approach to Evaluate Contribution of Prime and Tack Coat in Composite Asphalt Pavements
PY  - 2004/06/25/Final Report
SP  - 278p
AB  - This investigation was undertaken to develop a mechanistic design procedure for selection of tack and prime coat type in relation to traffic loading, pavement temperature and the asphalt concrete (AC) overlay required thickness.  The methodology used in this study to compare the performance of different tack and prime coats required the development of a 3-D computer program that takes into account the horizontal shear stresses induced on the pavement surface due to vehicle braking effects (acceleration and deceleration).  Taking into account the induced shear loading, the shear stresses at the interface layers were computed.  Next, these shear stresses were compared to the bond strength of the tack or prime coat under consideration.  This research study provides a methodology and design guide based on mechanistic analysis to select appropriate tack or prime coat for given field conditions.  Based on the AC layer thickness a suitable tack or prime coat can be chosen (or vice verse in some cases) to minimize the delamination distress.
KW  - Asphalt concrete
KW  - Asphalt pavements
KW  - Bond strength (Materials)
KW  - Computer programs
KW  - Delamination
KW  - Mechanistic design
KW  - Pavement layers
KW  - Prime coats
KW  - Shear stress
KW  - Tack coats
KW  - Thickness
UR  - http://www.ncdot.org/planning/development/research/download/2001-04FinalReportPart1.pdf
UR  - http://www.ncdot.org/planning/development/research/download/2001-04FinalReportPart2.pdf
UR  - https://trid.trb.org/view/760217
ER  - 

TY  - ABST
AN  - 01460767
TI  - Software for an Environmental Information Management and Decision Support System
AB  - The objective of this research is to design, test, and demonstrate a prototype software program for an environmental information management and decision support system (EIM&amp;DSS) that builds on the concepts presented in NCHRP Report 481. The EIM&amp;DSS prototype software program shall be designed to support decisions in long-range transportation planning, priority programming, project development, operations, and maintenance. The functionality of the prototype software program will be tested and demonstrated in selected transportation agencies.
KW  - Administration
KW  - Administrative procedures
KW  - Decision support systems
KW  - Information management
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Software
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=758
UR  - https://trid.trb.org/view/1228985
ER  - 

TY  - RPRT
AN  - 00975992
AU  - MacIver, J
AU  - Yin, Xinfeng
AU  - Wenzlick, J
AU  - SIMMONS, C
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF CUTCO SAWING AND SEALING METHOD
PY  - 2004/06/21
SP  - 15 p.
AB  - This investigation is conducted to evaluate the potential benefits associated with the Cutco sawing and sealing method in comparison to the Missouri Department of Transportation (MoDOT) traditional method of cutting contraction joints on newly placed portland cement concrete pavement (PCCP).  The evaluation indicates that the Cutco method can provide excellent joints. Compared to the MoDOT traditional method, it has about the same installation cost, and may have the benefit of less maintenance. It is recommended that the state should consider an increased use of this method on PCCP joints.
KW  - Concrete pavements
KW  - Contraction joints
KW  - Costs
KW  - Maintenance
KW  - Road construction
KW  - Sawing
KW  - Sealing (Technology)
UR  - http://library.modot.mo.gov/RDT/reports/Ri00030/RDT04018.pdf
UR  - https://trid.trb.org/view/702760
ER  - 

TY  - ABST
AN  - 01463109
TI  - Effects of Debris on Bridge-Pier Scour
AB  - Waterborne debris, composed primarily of tree trunks and limbs, often accumulates on bridges during flood events. Debris accumulations can obstruct, constrict, or redirect flow through bridge openings resulting in flooding, damaging loads, or excessive scour at bridge foundations. The size and shape of debris accumulations vary widely, ranging from a small cluster of debris on a bridge pier to a near complete blockage of a bridge waterway opening. Debris accumulation geometry is dependent on the characteristics and supply of debris transported to bridges, on flow conditions, and on bridge and channel geometry. Little information is available to state highway agencies for predicting the size and geometry of typical debris accumulations.  The effects of debris accumulation can vary from minor flow constrictions to severe flow contraction resulting in significant bridge foundation scour. In order to make prudent decisions in designing bridge-pier foundations, state highway agencies need reliable, accurate methods of predicting pier scour caused by debris accumulations. During flood events, decisions also have to be made about the stability of existing bridges and public safety, but current methods for assessing bridge-pier scour caused by debris accumulations are inadequate to make these decisions with confidence. There is a need for accurate methods of quantifying the effects of debris on scour at bridge-pier foundations, for use by highway agencies in the design, operation, and maintenance of highway bridges. The objectives of this research are to develop (a) guidelines for predicting the size and geometry of debris accumulations at bridge piers and (b) methods for quantifying scour at bridge piers resulting from debris accumulations.
KW  - Bridge piers
KW  - Debris removal
KW  - Flood damage
KW  - Floods
KW  - National Cooperative Highway Research Program
KW  - Scour
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=725
UR  - https://trid.trb.org/view/1231334
ER  - 

TY  - ABST
AN  - 01460825
TI  - Improved Rotational Limits of Elastomeric Bearings
AB  - Bridges experience translational movements and rotations caused by creep and shrinkage, thermal effects, traffic loading, initial construction tolerances, and other sources. Bridge bearings are designed and built to accommodate these movements and rotations while supporting required gravity loads and providing the necessary restraint to the structure. Elastomeric bearings accommodate movement and rotation by deformation of the elastomer, but the bearing must be designed to control the strains and deformations in the elastomer to assure a long service life and good bearing performance.  AASHTO's current elastomeric bearing design limits were developed in NCHRP Project 10-20, but rotation of elastomeric bearings was not considered a high-priority issue for that project. As a result, virtually no experimental research on elastomeric bearing rotation was performed, and design provisions were developed based on conservative interpretation of past theoretical results. For example, the experiments used to validate the tension limits were done nearly 60 years ago and used very small laboratory samples, which are not at all similar to bridge bearings. The limits on lift off, uplift, and shear strain in the elastomer are known to be controlling criteria for elastomeric bearing rotation, but the equations used in the current AASHTO provisions have not been verified experimentally, and are believed to be overly conservative.  The present conservatism in the rotational design limits results in more expensive bearings and may limit their use. The increased bearing cost is due in part to additional elastomeric material and quality-assurance testing. In some cases, expensive high-load multi-rotational bearings must be used to satisfy the design requirements. For these reasons, it is important to re-evaluate rotational design limits and quality-assurance requirements for elastomeric bearings. The objective of this project is to develop recommended provisions and commentary for rotational design capacity and quality assurance of elastomeric bearings suitable for inclusion in the AASHTO LRFD specifications.
KW  - Bridge bearings
KW  - Creep properties
KW  - Elastomers
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Rotation
KW  - Shrinkage
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=357
UR  - https://trid.trb.org/view/1229043
ER  - 

TY  - ABST
AN  - 01458344
TI  - Studies on Non-Traditional Intersection Treatments and Analysis Support
AB  - This research project will initiate and analyze speed reduction treatments at rural TWSC intersections.  This project will study and report operational and safety performance of the New Jersey jughandle intersection and provide miscellaneous technical support.
KW  - Intersections
KW  - New Jersey
KW  - Research projects
KW  - Safety
KW  - Speed and delay studies
KW  - Speed measurement
KW  - Speed measurement
UR  - https://trid.trb.org/view/1226555
ER  - 

TY  - ABST
AN  - 01463111
TI  - Criteria for Selecting Numeric Hydraulic Modeling Software
AB  - Hydraulic engineers have access to several hydraulic modeling software packages that can be used to analyze the hydraulics of bridge waterway crossings. Analysis can range from a simple analysis using a single cross-section and computed normal depth, to one-dimensional numeric modeling with multiple cross sections, to sophisticated two-dimensional numeric modeling. Flow rates used in the modeling can also vary in complexity from a single flow rate, to flow rates that vary along the river reach, to flow rates that vary with time.  Site conditions in conjunction with project objectives, complexity, and resources should dictate the type of numeric modeling software used to analyze a project. When a simple modeling approach will not accurately predict hydraulic conditions, hydraulic engineers must use a more sophisticated modeling approach. A current perception in numeric modeling is that complex approaches require an increase in design cost and time; however, this may not be true in many situations. Because hydraulic engineers do not always know the relative benefits associated with various modeling approaches, criteria and guidance are needed to help hydraulic engineers select the most appropriate modeling approach.  Currently, there is an emphasis on development and use of two-dimensional numeric models that produce more detailed and accurate analyses of river systems and bridge crossings. Until recently, the use of two-dimensional models required extensive field surveys and significant increases in personnel and computer resources compared with traditional one-dimensional approaches. With the advent of graphical user interfaces for two-dimensional modeling software and continued improvements in computer hardware, significant advances have been made in the ability to apply two-dimensional models to solve practical problems. However, very little information is available on the benefits of applying two-dimensional models. Research is therefore needed to define the conditions under which two-dimensional numeric models are warranted in the hydraulic analysis of bridge crossings in riverine and tidal systems.  The objective of this research is to develop a decision analysis tool and guidelines to assist hydraulic engineers in selecting the most appropriate numeric modeling software for analyzing bridge openings in riverine and tidal systems.
KW  - Engineering
KW  - Flow measurement
KW  - Hydraulic properties
KW  - Hydraulic structures
KW  - National Cooperative Highway Research Program
KW  - Numerical analysis
KW  - Research projects
KW  - Software
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=723
UR  - https://trid.trb.org/view/1231336
ER  - 

TY  - ABST
AN  - 01463110
TI  - Guidelines for Risk-Based Management of Bridges with Unknown Foundations
AB  - There are approximately 580,000 bridges in the FHWA National Bridge Inventory (NBI). The NBI is a collection of key information used to identify and characterize the type, usage, size, location, and condition of bridges in the United States. Approximately 90,000 of the bridges in the NBI have been identified as having unknown foundations. Because of inadequate foundation information, expensive bridge countermeasures are often implemented even though they may not be necessary. However, taking no action at all may involve unacceptable risk. Current methods to investigate unknown foundations are limited and costly. Bridge owners know intuitively that it is often prudent to use countermeasures, monitor sites, or even take the risk of failure rather than use limited resources for costly foundation investigations, especially for bridges with limited remaining service life. Risk-based guidelines are needed to assist bridge owners in determining when a detailed foundation investigation is warranted. If an investigation is warranted, guidelines are needed to assist bridge owners in determining the type of investigation to be conducted considering the applicability and costs of various investigation techniques. If an investigation is not warranted, guidelines are needed to assist bridge owners in determining if a hydraulic or structural countermeasure is warranted, and if so, the level of protection commensurate with the estimated risks.  The objective of this research is to develop risk-based guidelines to assist bridge owners in evaluating and prioritizing various courses of action (i.e., investigations, countermeasures, monitoring, rehabilitation, or replacement) for managing bridges with unknown foundations.
KW  - Bridge foundations
KW  - National Cooperative Highway Research Program
KW  - Rehabilitation (Maintenance)
KW  - Research projects
KW  - Risk analysis
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=724
UR  - https://trid.trb.org/view/1231335
ER  - 

TY  - RPRT
AN  - 00989229
AU  - Chen, J
AU  - Robertson, I N
AU  - University of Hawaii, Manoa
AU  - Hawaii Department of Transportation
AU  - Federal Highway Administration
TI  - TEST OF CRACKED PRESTRESSED CONCRETE T-BEAM RETROFITTED FOR SHEAR USING CFRP L-SHAPED PLATES
PY  - 2004/06/16
SP  - 188 p.
AB  - This research study involved a series of tests performed on a prestressed T-Beam recovered from the Ala Moana Shopping Center Parking Structure.  The objective of this study was to evaluate the performance of carbon fiber reinforced polymer (CFRP) L-shaped stirrups as a shear retrofit applied over existing shear cracks, particularly under cyclic loading conditions.  The research was performed to provide guidance for the shear retrofit to be performed on cracked AASHTO girders in the Salt Lake Boulevard Bridge.  In addition, the instrumentation system used in this study is evaluated for potential use in the field instrumentation of the Salt Lake Boulevard Bridge during and after application of the shear retrofit.  The left end of the T-Beam was tested to determine the shear capacity of the original beam (T-Beam 3C).  The nominally identical right hand end of the beam was then subjected to a series of shear tests to induce shear cracks similar to those noted in the Salt Lake Boulevard Bridge girders.  The right hand end of the beam was then retrofitted for shear with CarboShear-L stirrups applied over the cracked beam to provide a smooth profile for installation of the vertical legs of the CarboShear-L stirrups. The final Shear Retrofit Test (T-Beam 3S) was performed to evaluate the effect of the retrofit on the crack widths under cyclic loading.  The beam was then loaded monotonically to failure, which resulted from delamination of the flexural Carbodur strips bonded to the soffit of the beam.  The CarboShear-L stirrups prevented shear failure in the retrofitted right end shear span.  They were effective at controlling the width of the existing shear cracks and prevented further growth of the cracks during cyclic loading.  The anchorage at top and bottom of the CarboShear-L stirrups was effective even after delamination of the full vertical leg of the stirrup.  Strain gages on the surface of the CFRP stirrups were effective for monitoring delamination of the stirrup.
KW  - Carbon fibers
KW  - Cracking
KW  - Fiber reinforced plastics
KW  - Girder bridges
KW  - Hawaii
KW  - Instrumentation
KW  - Plates (Engineering)
KW  - Prestressed concrete
KW  - Retrofitting
KW  - Shear strength
KW  - Stirrups
KW  - Strengthening (Maintenance)
KW  - T beams
UR  - http://www.cee.hawaii.edu/wp-content/uploads/UHM-CEE-04-06.pdf
UR  - https://trid.trb.org/view/755005
ER  - 

TY  - ABST
AN  - 01463124
TI  - Guidelines for Selection of Speed Reduction Treatments at High-Speed Intersections
AB  - Intersection crashes represent a significant portion of total crashes nationwide; they account for an average of 9,000 fatalities and 1.5 million injuries annually. Fatalities and severe injuries are more likely to occur in high-speed environments of mostly rural and suburban/urban intersections.  FHWA and AASHTO recently sponsored a European scanning tour focused on innovative safety practices in the planning, design, operation, and maintenance of signalized intersections. The scanning team visited several European countries and developed an implementation plan with five major recommendations. One recommendation in the plan was for development of treatments that reduce speeds at the approaches to and through intersections. Roundabouts have been credited with significant safety improvements because they force drivers to slow down and they reduce conflicts. At conventional intersections, it should be possible to develop innovative treatments that reduce speeds and that have a significant impact in reducing injuries and fatalities to all users. The objectives of this project are to (1) identify or develop treatments and (2) develop guidelines for their selection to reduce the operating speed of vehicles approaching intersections, thereby reducing the frequency and severity of crashes. For the purpose of this project, the research should focus on at-grade, signalized and unsignalized intersections with operating speeds of 45 mph or greater, and on treatments that focus on geometric design and other physical features, but also include consideration of traffic signs and pavement markings.
KW  - Crashes
KW  - Highway safety
KW  - Intersections
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Roundabouts
KW  - Signalized intersections
KW  - Speed detectors
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=828
UR  - https://trid.trb.org/view/1231349
ER  - 

TY  - ABST
AN  - 01460526
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Effective Program Delivery in a Constrained Fiscal Environment
AB  - The objective of this project is to develop and document best practices for state DOTs for program delivery in a constrained fiscal environment.
KW  - Cash flow
KW  - Cost control
KW  - Federal aid
KW  - Finance
KW  - Financial responsibility
KW  - Grant aid
KW  - National Cooperative Highway Research Program
KW  - Optimization
KW  - Program management
KW  - Research projects
KW  - Resource utilization
KW  - State aid
KW  - State departments of transportation
KW  - Transportation system management
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=538
UR  - https://trid.trb.org/view/1228743
ER  - 

TY  - ABST
AN  - 01458452
TI  - Determination of Lime in Hot Mix Asphalt
AB  - This project will support the ALF experiments. Lumps of undispersed lime were found in the aggregate bins beside the ALF. This raised some doubt about the actual lime content of the ALF lanes, which was supposed to be 1%. There existed no method for determining the lime content of asphalt. Litigation by a State Agency came to light during the study. The amount involved in the litigation was $55 million for a six-mile stretch of interstate highway. The litigation centered on whether or not the contractor put the required 1% of lime in the hot mix. It was deemed important enough to the industry to develop a method that could also be used by the US paving industry.  The objective of this prohect is to develop a test method that FHWA could use to determine the actual lime content of the ALF test lanes and to develop a method that could be used by the paving industry to rapidly determine if lime was present in a hot mix and quantify the amount present.
KW  - Asphalt
KW  - Asphalt pavements
KW  - Hot mix asphalt
KW  - Lime cement
KW  - Research projects
KW  - Test procedures
UR  - https://trid.trb.org/view/1226663
ER  - 

TY  - ABST
AN  - 01547927
TI  - Evaluation of the Use and Effectiveness of Wildlife Crossings
AB  - Every year, the costs of personal injuries and property damage resulting from animal/vehicle collisions are considerable. Various means have been employed to mitigate these collisions, with varying degrees of success. In recent years, highway agencies have placed a growing emphasis on protecting the environment. While many smaller species of animals do not pose a threat to vehicles through collisions, they experience significant habitat loss and fragmentation as a result of roadway alignments. Transportation corridors limit the natural movement of wildlife, affecting individual species and ecosystems. There has been considerable research on the provision of wildlife crossings, but there is a lack of data on their effectiveness and on the methods most effective for a particular species in a particular landscape. It also appears that crossings may work well for one species but not for others. A recent international scan on wildlife habitat connectivity documented various strategies and designs used in Europe to improve the connectivity of wildlife habitats. Developing successful designs, methods, and strategies to make roadways more permeable to wildlife is but one aspect of managing highways to avoid or minimize affects to the natural environment and maintaining safety for motorists. There is a need to provide state departments of transportation (DOTs) with guidance on the use and effectiveness of wildlife crossings to mitigate habitat fragmentation and reduce the number of animal/vehicle collisions on our roadways. The objective of this project is to develop guidelines for the selection (type), configuration, location, monitoring, evaluation, and maintenance of wildlife crossings.
KW  - Animals
KW  - Crashes
KW  - Highway safety
KW  - Injuries
KW  - Property
KW  - Wildlife crossings
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=762
UR  - https://trid.trb.org/view/1335575
ER  - 

TY  - RPRT
AN  - 01547901
AU  - Schemmel, John J
AU  - Mack Blackwell National Rural Transportation Center
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Use of Admixtures in Concrete
PY  - 2004/06/01/Final Report
SP  - 49p
AB  - Several states have encountered unexpected cracks in newly constructed bridge decks. Often, cracking developed prior to the bridge being put into service. Causes for the premature cracking are not always evident and results from tests on hardened concrete are not always conclusive. In addressing the issue of drying shrinkage cracking, admixture suppliers have introduced a new line of products known as Shrinkage Reducing Admixtures (SRA). These admixtures are designed to reduce drying shrinkage and any associated cracking. Early reports from one manufacture indicate that drying shrinkage can be reduced up to 80% at 28 days and up to 50% after one year. This document reports on findings from a study of one SRA. An air-entrained structural concrete, intended for use in bridge decks, was used in this study. Straight cement and cement with 20 percent (by weight) fly ash along with a SRA admixture dosage ranging from 1 to 2% by weight of cement were examined. While the admixture proved very effective in reducing shrinkage and its associated cracking, the freezing and thawing durability of the concrete was greatly reduced. This behavior prompted the admixture supplier to cease the sale of the SRA for applications subject to freezing and thawing action.
KW  - Admixtures
KW  - Bridge decks
KW  - Concrete
KW  - Cracking
KW  - Freeze thaw durability
KW  - Shrinkage reducing admixtures
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209803.pdf
UR  - https://trid.trb.org/view/1335253
ER  - 

TY  - ABST
AN  - 01463125
TI  - Analysis of Freeway Weaving Sections
AB  - The freeway weaving analysis methods in the 2000 Highway Capacity Manual (HCM) are based on research conducted from the early 1970s through the early 1980s. Subsequent research has shown that the methods' ability to predict the operation of the facility is limited. Other concerns about the methods include lack of consistency in application with other freeway methods, the difficulty of determining the service measure in the field, and the difficulty of comparing the analysis results with the results of simulation modeling.  The objectives of this project are to develop improved methods for capacity and level-of-service analysis of freeway weaving sections and to develop a revised Chapter 24 of the 2000 HCM. Compatibility of the methods with those of other HCM freeway chapters, particularly the chapter on Ramp Junctions, should be assessed.
KW  - Highway capacity
KW  - Highways
KW  - Level of service
KW  - National Cooperative Highway Research Program
KW  - Ramps
KW  - Research projects
KW  - Weaving traffic
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=829
UR  - https://trid.trb.org/view/1231350
ER  - 

TY  - ABST
AN  - 01463119
TI  - Design and Construction Guidelines for Long-Span Decked Precast, Prestressed Concrete Girder Bridges
AB  - The objective of this research was to develop design and construction guidelines for long-span decked precast, prestressed concrete girder bridges. The guidelines shall be prepared in a format suitable for consideration and adoption by the American Association of State Highway and Transportation Officials (AASHTO) as part of the AASHTO LRFD Bridge Design Specifications. These guidelines will provide highway agencies with the information necessary for considering a bridge construction method that is expected to reduce the total construction time, improve public acceptance, reduce accident risk, and yield economic and environmental benefits.
KW  - Bridge decks
KW  - Bridge design
KW  - Construction
KW  - Girder bridges
KW  - Long span bridges
KW  - National Cooperative Highway Research Program
KW  - Precast concrete
KW  - Prestressed concrete bridges
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=358
UR  - https://trid.trb.org/view/1231344
ER  - 

TY  - ABST
AN  - 01460961
TI  - Aggregate Research for Pavements
AB  - No summary provided.
KW  - Aggregates
KW  - Durability
KW  - Pavements
KW  - Performance evaluations
KW  - Research projects
UR  - https://trid.trb.org/view/1229179
ER  - 

TY  - ABST
AN  - 01460823
TI  - Passing Sight Distance Criteria
AB  - The design criteria for minimum passing sight distance (PSD) for two-lane highways in AASHTO's 2001 A Policy on Geometric Design of Highways and Streets (the "Green Book") have remained virtually unchanged since they were incorporated into the 1954 edition of the policy. The 1954 policy used criteria based on a summary report of extensive field observations of passing maneuvers made during 1938 to 1941 by Prisk and published in Proceedings HRB Volume 21. Surveys conducted in 1971 and 1978 found that AASHTO values for PSD were conservative, except at passing vehicle speeds above 65 mph, and these values continued to be used in the 1984, 1990, 1994, and 2001 editions. Findings from other studies have been presented in various forums discussing PSD subsequent to 2001, but the PSD values in the Green Book remain unchanged. The vehicle fleet, operating conditions, and characteristics of the driver have changed considerably over the past 50 years, but the current PSD criteria do not take these changes into account. Furthermore, the operational criteria in the FHWA Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) and the design criteria in the Green Book result in different minimum passing sight distance values for similar conditions, and there has been considerable discussion on whether these differences should be rationalized or reconciled.  This research is needed to provide passing sight distances consistent with today's conditions and to resolve inconsistencies between existing criteria. The results will be valuable for highway design and operations nationwide and will be considered for incorporation in future editions of both the Green Book and the MUTCD.  The objectives of this study are to evaluate the design and operational criteria for determining minimum passing sight distance and to modify or develop new PSD criteria for the Green Book and the MUTCD.
KW  - Guidelines
KW  - Manual on Uniform Traffic Control Devices
KW  - National Cooperative Highway Research Program
KW  - Passing sight distance
KW  - Research projects
KW  - Sight distance
KW  - Specifications
KW  - Speed
KW  - Vehicles
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=406
UR  - https://trid.trb.org/view/1229041
ER  - 

TY  - ABST
AN  - 01460462
TI  - Five Year Monitoring of Corrosion Field Specimens
AB  - This project is a follow up to a current study at the University of Hawaii on the "Evaluation of Concrete Durability and Corrosion Resistance of Concrete Structures in Marine Environment" using Hawaiian cement and aggregates. The intent of the program was to evaluate the corrosion resistance of various concrete mixtures and admixtures common to Hawaii. The original program consisted of three phases as described briefly below. Phase I involved field testing of in-service concrete at various harbor piers and docks. Phase II involved the fabrication and monitoring of laboratory specimens under accelerated corrosion conditions. Phase III involved the fabrication and field placement of 21 test panels for long term field exposure. These will be placed on a rip-rap slope at Pier 38. The intent is to leave the panels in place indefinitely, with occasional monitoring to evaluate their performance in a marine splash zone. The field panels are intended to provide real life confirmation of the results of accelerated laboratory tests. The panels represent more realistic size specimens than the small laboratory test specimens. The field panels are exposed to true field conditions in a typical harbor location as opposed to the two-week cycles of high concentration salt water used in the laboratory. The panels are also exposed to the variability of field atmospheric conditions in contrast to the stable temperature and relative humidity under laboratory conditions. Based on the results of previous laboratory tests and the field test monitoring proposed in this project, recommendations will be made to the Harbors Division regarding corrosion inhibiting measures for future construction. It is also hoped that correlation between the laboratory and field specimen results will lead to a useful predictive model that can be applied to various corrosion inhibiting measures typically used by the Harbors Division.
KW  - Admixtures
KW  - Aggregates
KW  - Cement
KW  - Concrete structures
KW  - Corrosion
KW  - Corrosion resistance
KW  - Corrosion resistant materials
KW  - Field tests
KW  - Marine engineering
KW  - Monitoring
KW  - Research projects
KW  - Specimens
UR  - https://trid.trb.org/view/1228679
ER  - 

TY  - RPRT
AN  - 01030772
AU  - Pechan (EH) and Associates, Incorporated
AU  - Battelle
AU  - Federal Highway Administration
TI  - Strategic Workplan for Air Toxics Research
PY  - 2004/06/01/Final Report
SP  - v.p.
AB  - This strategic workplan for air toxics research is designed to provide direction for the research on air toxics being undertaken by and on behalf of the transportation community.  It identifies a set of four research focus areas and describes program areas where research is needed to most effectively develop needed information and tools and to target resources.  Sponsored by the Federal Highway Administration, this plan was developed in cooperation with atmospheric scientists, air quality experts, and environmental and transportation planners from state departments of transportation, metropolitan planning organizations, air quality agencies, industry, and academia.  In some instances, the research objectives noted in this workplan overlap with other Federal agency objectives, most notably the U.S. Environmental Protection Agency (EPA).  Thus, the report recommendations are expected to be used as a tool to communicate with these agencies, and identify leveraging opportunities.  The research ideas in this workplan are based on suggestions made by the participants at a one-day workshop that was held on May 12, 2003 in Rosemont, Illinois.  There were 55 workshop participants, including the facilitators, representing a broad spectrum of research areas, interests, and organizations.  The focus areas were (1) vehicle emissions characterization, (2) ambient monitoring, (3) analysis, and (4) control strategies/measures.  This report is organized with the first four chapters describing these priority research areas.  Each chapter contains a brief introduction, a summary of the current information base, a summary of the discussion that occurred during the workshop sessions, and the proposed program areas for research.  Chapter 5 summarizes the priority research areas for all sessions/topics combined.
KW  - Air pollution
KW  - Air toxics
KW  - Analysis
KW  - Cooperation
KW  - Emission control systems
KW  - Exhaust gases
KW  - Monitoring
KW  - Research
KW  - Strategic planning
KW  - Workshops
UR  - http://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/workplan/index.cfm
UR  - https://trid.trb.org/view/787716
ER  - 

TY  - ABST
AN  - 01557236
TI  - Research for the AASHTO Standing Committee on Planning
AB  - The objective of NCHRP Project 8-36 is to provide flexible, ongoing, quick-response research designed to develop improvements to analytical methods, decision support tools, procedures, and techniques employed by practitioners to support statewide and metropolitan transportation planning, programming, and development. This request for proposals is expected to lead to two or three task-order contracts to provide readily available support to NCHRP in carrying out studies, in two primary research subject areas: (1) transportation planning, programming, and project development (including methods, models, and analytic tools to support metropolitan and statewide practitioners); and (2) economics, finance, and institutional issues related to transportation.
KW  - Decision making
KW  - Decision support systems
KW  - Development
KW  - Economic analysis
KW  - Financial analysis
KW  - Improvements
KW  - Metropolitan planning organizations
KW  - National Cooperative Highway Research Program
KW  - Real time information
KW  - Research projects
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=910
UR  - https://trid.trb.org/view/1346896
ER  - 

TY  - RPRT
AN  - 01482456
AU  - Messer, Carroll J
AU  - Sunkari, Srinivasa R
AU  - Charara, Hassan A
AU  - Parker, Ricky T
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Advance Warning for End-of-Green Phase to Reduce Red-Light-Running
PY  - 2004/06//Project Summary
SP  - 4p
AB  - The Texas Department of Transportation (TxDOT) sponsored this project to design and test the use of advance flashing beacons and/or other methods to provide advance warning to motorists of the end-of-green signal phase and thereby eliminate the dilemma and sudden braking. A research team from the Texas Transportation Institute (TTI) conducted a two-year project to accomplish the goal of the project. A new system, named Advanced Warning for End-of-Green System (AWEGS), was developed for applications on high-speed signalized intersections in isolated (non-coordinated)  locations. The goal of AWEGS operation is to slow drivers approaching a signalized (traffic actuated) intersection at high speed to a speed that allows them to safely stop when the signal turns yellow and then red shortly thereafter.
KW  - Advance Warning of End of Green System
KW  - Advanced traffic management systems
KW  - Driver information systems
KW  - Flashing beacons
KW  - Green interval (Traffic signal cycle)
KW  - Red light running
KW  - Signalized intersections
KW  - Texas
KW  - Traffic control devices
KW  - Traffic signal phases
UR  - ftp://ftp.dot.state.tx.us/pub/txdot-info/rti/psr/0-4260-s.pdf
UR  - https://trid.trb.org/view/1251096
ER  - 

TY  - RPRT
AN  - 01473164
AU  - Fonseca, Fernando S
AU  - Majeroni, Todd E
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Repair Techniques When Bonding Repair Materials to Forty-Year Old Concrete Substrate
PY  - 2004/06
SP  - 101p
AB  - Three types of surface preparation methods were tested with two different repair materials on forty-year old concrete taken from a deteriorated bridge bent. In addition, bonding agents were applied to determine if they would increase bonding strength. Mechanical hammering was used on all surfaces prior to specific surface conditioning methods combined with bonding agents so that the method could be evaluated on how well micro-cracking was removed. Failure within the substrate was categorized as the most important determination of satisfactory performance. Bond strengths, surface roughness and modulus of elasticity were also measured and used as ways to evaluate surface conditioning methods, bonding agent usefulness and repair material performance. The results of this research show that mechanical hammering without further surface conditioning results in lower bond strengths and higher percentages of failures at the repair/substrate interface. No conclusion could be made as to what surface conditioning method is ideal; high-pressure water-jetting however performed consistently. Surfaces with a scrubbed grout coating of the same material properties as the repair mix experienced the highest percentage of failures within the substrate material.
KW  - Bonding
KW  - Bridges
KW  - Concrete
KW  - Microcracking
KW  - Modulus of elasticity
KW  - Substrates (Waterways)
KW  - Surface preparation
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=26448
UR  - https://trid.trb.org/view/1243819
ER  - 

TY  - RPRT
AN  - 01457643
AU  - Jacko, Robert Bertram
AU  - Schneider, William H
AU  - Soliman, Ahmed S
AU  - Partridge, Barry K
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Continuation of Research to Determine the Effectiveness of ITS on Borman Expressway
PY  - 2004/06//Final Report
SP  - 80p
AB  - This study is a continuation and the final phase of the SPR-2338 project that involves monitoring the ambient air quality levels adjacent to the Borman Expressway. The purpose of this phase was to classify the traffic conditions along the Borman Expressway in terms of ambient air quality levels. The duration of the phase was from April 1, 2002 to April 30, 2004. The study has shown that, in a close proximity to the Borman Expressway, air quality levels mirror the dynamic nature of traffic along the Borman, despite being surrounded by major industrial stationary sources. Therefore, a descriptive model was developed in the form of a classification tree, which characterizes the impact of different Borman traffic levels on the local ambient air quality. This tree contains 16 different traffic clusters and shows a 46% improvement in local air quality from the worst-case congestion levels along the Borman Expressway to the best-case ones.
KW  - Air quality
KW  - Borman Expressway
KW  - Carbon monoxide
KW  - Cluster analysis
KW  - Intelligent transportation systems
KW  - PM2.5
KW  - Traffic characteristics
UR  - http://dx.doi.org/10.5703/1288284313167
UR  - https://trid.trb.org/view/1218817
ER  - 

TY  - RPRT
AN  - 01457585
AU  - Nichols, Andrew P
AU  - Bullock, Darcy M
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Quality Control Procedures for Weigh-in-Motion Data
PY  - 2004/06
SP  - 255p
AB  - For the past two decades, weigh-in-motion (WIM) sensors have been used in the United States to collect vehicle weight data for designing pavements and monitoring their performance. The use of these sensors is now being expanded for enforcement purposes to provide virtual weigh stations for screening vehicles in traffic streams for overweight violations. A study found that static weigh stations in Indiana were effective for identifying safety violations, but ineffective for identifying overweight vehicles. It was also determined that the alternative approach to identifying overweight vehicles using virtual weigh stations requires a high level of WIM data accuracy and reliability that can only be attained with a rigorous quality control program. Accurate WIM data is also essential to the success of the Long-term Pavement Performance project and the development of new pavement design methods. This report proposes a quality control program that addresses vehicle classification, speed, axle spacing, and weight accuracy by identifying robust metrics that can be continuously monitored using statistical process control procedures that differentiate between sensor noise and events that require intervention. The speed and axle spacing accuracy is assessed by examining the drive tandem axle spacing of the population of Class 9 vehicles. The weight accuracy is assessed by examining the left-right steer axle residual weight of the population of Class 9 vehicles. Data mining of these metrics revealed variations in the data caused by incorrect calibration, sensor failure, temperature, and precipitation. The accuracy metrics could be implemented in a performance-based specification for WIM systems that is more feasible to enforce than the current specifications based on comparing static vehicle weights with dynamic vehicle weights measured by the WIM sensors. The quality control program can also be used by agencies to prioritize maintenance to more effectively allocate the limited funds available for sensor repair and calibration. This research provides a tool that agencies can use to obtain and sustain higher quality WIM data.
KW  - Accuracy
KW  - Axle spacing
KW  - Data mining
KW  - Quality control
KW  - Speed
KW  - Statistical process control
KW  - Vehicle classification
KW  - Weigh in motion
KW  - Weigh in motion scales
UR  - http://dx.doi.org/10.5703/1288284313299
UR  - https://trid.trb.org/view/1218823
ER  - 

TY  - RPRT
AN  - 01160538
AU  - Ozbay, Kaan
AU  - Bartin, Bekir
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - South Jersey Real Time Motorist Information
PY  - 2004/06//Final Report
SP  - 50p
AB  - In this project, the New Jersey Department of Transportation (NJDOT) is interested in reducing traffic congestion in the Camden, NJ area, which is mainly caused by the traffic to Philadelphia during morning peak hours. For this purpose 5 traffic sensors are installed on Hwy 42, I-76 and I-676 on the north bound direction to monitor traffic volume, occupancy, and speed. Based on the data gathered from these 5 sensors, traffic congestion is detected and target drivers are informed about the congestion by pagers. The southern NJ highway network is modeled in Paramics microscopic simulation software. The simulation model is used to evaluate various configurations of sensor locations in accuracy of congestion detection.
KW  - Advanced traveler information systems
KW  - Camden (New Jersey)
KW  - Driver information systems
KW  - Pagers
KW  - Paramics (Computer program)
KW  - Real time information
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Vehicle detectors
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2004-007.pdf
UR  - https://trid.trb.org/view/920654
ER  - 

TY  - RPRT
AN  - 01156621
AU  - Hunsucker, David Q
AU  - Graves, R Clark
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Assessment of Data Collection for ESAL Determinations for the Kentucky Transportation Cabinet, Division of Planning
PY  - 2004/06//Final Report
SP  - 32p
AB  - The Kentucky Transportation Cabinet’s Division of Planning collects weight data, traffic volume data, and vehicle classification data. These data are used as inputs to determine equivalent single axle loads (ESALs). ESALs are used in the pavement design process to determine pavement thickness. There have been inconsistencies observed during the computation of the ESALs during the past three or four years. These inconsistencies have resulted in a significant inflation in the estimate of ESALs per year, which if used in the design process would result in significantly thicker pavements. For example, the ESALs per truck axle for rural principal arterials and rural minor arterials, between 1998 and 1999, more than doubled from, 0.275 to 0.555. Although there was only a small increase in this number after 1999, the value remained significantly higher than expected. The objective of this research study was to evaluate the weight data collection equipment, on-site calibration procedures, and sampling techniques used by the Division of Planning for the different Aggregate Classes of highways in an effort to standardize procedures used by the Division of Planning to collect weight data.
KW  - Calibration
KW  - Data collection
KW  - Equivalent single axle loads
KW  - Kentucky
KW  - Pavement design
KW  - Traffic volume
KW  - Vehicle classification
KW  - Vehicle weight
KW  - Weigh in motion scales
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_15_PL4_03_1F.pdf
UR  - https://trid.trb.org/view/917393
ER  - 

TY  - RPRT
AN  - 01121740
AU  - Trost, Steven M
AU  - Strategic Solutions International, LLC
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Flexural Strength Quality Control for Concrete Pavements: Final Report
PY  - 2004/06//Final Report
SP  - 65p
AB  - Portland cement concrete (PCC) pavement design relies upon the modulus of rupture, or flexural strength, of the concrete as a primary design input. However, the beam specimens required for the flexural strength test (ASTM C78) are heavy and easily damaged prior to testing. As such, many state highway agencies rely upon cylinder specimens tested in compression as a means to monitor and control the quality of concrete pavements. Unfortunately, the failure mechanisms associated with compressive-strength testing do not parallel those of the flexure test, leaving agencies potentially exposed to the risk of accepting concrete pavements of questionable quality. The goal of this research was to overcome the difficulties associated with determining flexural strengths in the field by demonstrating effective alternative methods for verifying concrete flexural strengths. As such, the focus of the research was to examine the suitability of alternative test methods that could potentially replace field-cast beam specimens while still measuring the same or similar strength properties as the flexure test. Three alternative test methods were evaluated - pullout (ASTM C900), direct tension, and modified pullout. Of the three methods investigated, the pullout and direct tension tests both showed promise as potential methods to replace field-cast beams as means for flexural strength quality control, with the direct tension test showingthe most promise due to its lower coefficient of variation (7.8% versus 12.3%) and close similarity of its failure characteristics with the flexure test. Though not included as part of the study, the splitting tension test (ASTM C496) is also recognized as an alternative means for flexural strength quality control. A protocol for beneficially using concrete maturity methods for flexural strength quality control is also provided.
KW  - Concrete pavements
KW  - Flexural strength
KW  - Pavement design
KW  - Portland cement concrete
KW  - Pullout tests
KW  - Quality control
KW  - Test procedures
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fsqcfcp-trost.pdf
UR  - https://trid.trb.org/view/879906
ER  - 

TY  - RPRT
AN  - 01118055
AU  - Bullough, John D
AU  - Van Derlofske, John
AU  - Rizzo, Patricia
AU  - Rensselaer Polytechnic Institute
AU  - Federal Highway Administration
TI  - Improving the Roadway Visibility System: A Scoping Study
PY  - 2004/06
SP  - 57p
AB  - This report outlines activities undertaken to assist the Federal Highway Administration (FHWA) in identifying priorities for research in the area of visibility and visual information. Through a focused review of the literature and through a roundtable meeting of roadway stakeholders, the project team identified areas of promise that are outlined within. Visual information to drivers, pedestrians and other roadway users comes from signs, roadway markings and other informational elements during the daytime as well as the nighttime. A good deal of the focus of this report, however, is on nighttime visibility, when systems such as lighting are also of potential benefit. This focus reflects the greater proportion of crashes that occurs at night compared to the daytime as a function of driven-miles (Boyce, 2003) but should be considered alongside the continued need for many visual information systems (e.g., traffic control devices) to function during daylight hours. Because the focus of this project was to understand requirements for providing visual information in and along the roadway, the areas of consideration that are outlined in this report include not only infrastructure-related issues but also those pertaining to roadway users and vehicles.
KW  - Highway safety
KW  - Night visibility
KW  - Road markings
KW  - Street lighting
KW  - Traffic signs
KW  - Vehicle lighting
KW  - Visibility
KW  - Visual information
UR  - http://www.lrc.rpi.edu/programs/transportation/pdf/lrc-scoping-0604.pdf
UR  - https://trid.trb.org/view/876425
ER  - 

TY  - RPRT
AN  - 01109145
AU  - Yang, C Y David
AU  - Volpe National Transportation Systems Center
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Understanding Transit Accidents Using the National Transit Database and the Role of Transit Intelligent Vehicle Initiative Technology in Reducing Accidents
PY  - 2004/06//Final Report
SP  - 64p
AB  - This report documents the results of bus accident data analysis using the 2002 National Transit Database (NTD) and discusses the potential of using advanced technology being studied and developed under the U.S. Department of Transportation’s (U.S. DOT) Intelligent Vehicle Initiative (IVI) program to reduce bus accidents. The impact of a reduced bus accident rate goes beyond monetary savings. If the number of bus collisions can be effectively reduced using the transit IVI technologies, then: (1) Injuries and fatalities from bus accidents will also decrease; (2) Transit operators will feel less stress and have more confidence to drive buses in and around congested urban environments; (3) Traffic congestion and delays caused by bus accidents will be alleviated; and (4) The public will view the bus as a safer mode of travel that is equipped with cutting-edge technology, thereby promoting transit’s image, growth, and ridership. The NTD has important statistics that show vital trends about the transit industry. The “Safety and Security Module” within the NTD contains data regarding incidents reported by transit agencies. Incident records from the Safety and Security Module of the NTD offer useful information to help the U.S. DOT’s IVI program develop new technologies to apply on future buses. Currently, several transit IVI projects are developing and testing collision warning systems to assist bus operators in preventing bus accidents by providing them effective and timely warnings. To implement successful transit collision warning systems, a thorough understanding of transit accident types as well as causes and costs of transit accidents are essential.
KW  - Advanced public transportation systems
KW  - Bus crashes
KW  - Fatalities
KW  - Incident detection
KW  - Intelligent Vehicle Initiative
KW  - National Transit Database
KW  - Public transit
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic incidents
KW  - Transit crashes
KW  - Transit operators
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13994.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13994_files/13994.pdf
UR  - https://trid.trb.org/view/868649
ER  - 

TY  - RPRT
AN  - 01108644
AU  - Benekohal, Rahim F
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Findings of Focus Group Meetings for the Pilot Study of Advisory On-Board Vehicle Warning Systems at Railroad Grade Crossings
PY  - 2004/06//Final Report
SP  - 28p
AB  - This report contains the results from several meetings of three different focus groups. The meetings were conducted as a part of the evaluation for the Pilot Study of Advisory On-Board Vehicle Warning Systems at Railroad Grade Crossings. The focus groups were used to obtain in-depth information about driver-perception, driver-system-interaction, and other related issues. The three focus groups were drivers, operation managers, and members of the Project Management Committee (PMC)/Technical Oversight Committee (TOC). This Pilot Study used commercially available equipment that did not meet the system reliability standards promised by the contracting team and required for this particular application. False alerts ruined the trust of the drivers and the project team for the In-Vehicle Receiver (IVR) system. The driver's interest was reduced due to repeated false alerts, the long development period before deployment, and annoying noise when the IVR was activated (beeping). A lot of drivers did not report the false alerts because it involved additional paperwork. Drivers preferred the combination of audible and visual messages to the individual (visual only or audible only) message. The visual mode by itself was ineffective during the daytime since it was not clearly readable and usually did not increase the drivers’ awareness of the approaching trains. However, during the nighttime this mode worked well. Drivers did not understand the necessity to have the IVR system at crossings with existing active warning devices, but they understood that at unprotected crossings, the system could be very valuable. Suggestions were also made to improve the effectiveness of the IVR system.
KW  - Advanced driver information systems
KW  - Advanced on-board electronics
KW  - Grade crossing protection systems
KW  - In-vehicle alerting systems
KW  - Intelligent transportation systems
KW  - On-board monitoring
KW  - Railroad traffic control devices
KW  - Traffic control devices
KW  - Warning devices
KW  - Warning systems
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-134.pdf
UR  - https://trid.trb.org/view/868194
ER  - 

TY  - RPRT
AN  - 01099631
AU  - Sargeant, Susan L
AU  - Miller, Martin C
AU  - May, Christopher W
AU  - Thom, Ronald M
AU  - Pacific Northwest National Laboratory
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Shoreline Armoring Research Program: Phase II-Conceptual Model Development for Bank Stabilization in Freshwater Systems
PY  - 2004/06//Final Research Report
SP  - 57p
AB  - Armoring involves the placement of erosion resistant materials (e.g., large rocks and boulders, cement, pilings, and large woody debris) or the use of bioengineering techniques along shorelines, streambanks, or in other areas of high flow velocities and/or wave-tidal energy to reduce or eliminate erosion of natural shorelines and risk to human infrastructure. Unfortunately, altering the physical conditions of the streambank or shoreline through armoring, or bank stabilization, can radically alter the local characteristics of natural habitats and may influence the habitat for some distance surrounding the structure. Bank stabilization also affects natural channel processes that are essential to habitat creation and maintenance. As a result, the ecological functions of the impacted area can be altered, including the use of these habitats by fish, macroinvertebrates, birds, and other organisms. Conceptual models are used to organize available information relative to ecosystem impacts. This conceptual model and accompanying text outline relationships between shoreline modification techniques; the physical, chemical, and biological processes and functions of freshwater systems; and the potential impacts to salmonid fitness at both large (reach level) and small (site level) scales. Particular emphasis is placed on the evaluation of effects on salmonid species and their essential habitat.
KW  - Banks (Waterways)
KW  - Channels (Waterways)
KW  - Coasts
KW  - Ecosystems
KW  - Environmental impacts
KW  - Erosion
KW  - Habitat (Ecology)
KW  - Salmon
KW  - Soil stabilization
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/587.1.pdf
UR  - https://trid.trb.org/view/859221
ER  - 

TY  - RPRT
AN  - 01038323
AU  - Jeannotte, Krista
AU  - Chandra, Andre
AU  - Alexiadis, Vassili
AU  - Skabardonis, Alexander
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Traffic Analysis Toolbox Volume II: Decision Support Methodology for Selecting Traffic Analysis Tools
PY  - 2004/06//Final Report
SP  - 108p
AB  - This report provides an overview of the role of traffic analysis tools in the transportation analysis process and provides a detailed decision support methodology for selecting the appropriate type of analysis tool for the job at hand. An introduction to the role of traffic analysis tools and tool categories is provided. A set of criteria for selecting the appropriate type of traffic analysis tool is described in detail and each tool category is scored as to its relevance to the criteria. The criteria include the analysis context, study area, facility type, travel mode, management strategy, traveler response, performance measures, and cost-effectiveness. A process and worksheets for an analyst to rate a tool category for a particular transportation analysis task are presented based on the criteria and the analyst's weighting of the criteria. Some challenges and limitations of the use of traffic analysis tools are provided. The appendices include: (a) a summary of current limitations to the highway capacity manual (HCM) methodologies, (b) tool category selection worksheets, (c) worksheets for selecting an individual tool within a category, (d) a list of recommended further reading, and (e) a list of traffic analysis tools by category.
KW  - Cost effectiveness
KW  - Decision support systems
KW  - Highway capacity
KW  - Mode choice
KW  - Selection criteria
KW  - Traffic analysis tools
KW  - Traffic simulation
KW  - Transportation
UR  - http://www.ops.fhwa.dot.gov/trafficanalysistools/tat_vol2/index.htm
UR  - http://www.ops.fhwa.dot.gov/trafficanalysistools/tat_vol2/Vol2_Methodology.pdf
UR  - https://trid.trb.org/view/794928
ER  - 

TY  - RPRT
AN  - 01038279
AU  - Dowling, Richard
AU  - Skabardonis, Alexander
AU  - Alexiadis, Vassili
AU  - Dowling Associates, Incorporated
AU  - Federal Highway Administration
TI  - Traffic Analysis Toolbox Volume III: Guidelines for Applying Traffic Microsimulation Modeling Software
PY  - 2004/06//Final Report
SP  - 145p
AB  - This report describes a process and acts as guidelines for the recommended use of traffic microsimulation software in transportation analyses. The seven-step process presented in these guidelines highlights the aspects of microsimulation analysis from project start to project completion. The seven steps in the process include: (1) scope project, (2) data collection, (3) base model development, (4) error checking, (5) compare model MOEs to field data (and adjust model parameters),( 6) alternatives analysis, and (7) final report. Each step is described in detail and an example problem applying the process is carried through the entire document. The appendices to report contain detailed in information covering areas such as: (a) traffic microsimulation fundamentals, (b) confidence intervals, (c) estimation of simulation initialization period, (d) simple search algorithms for calibration, (e) hypothesis testing of alternatives, and (f) demand constraints.
KW  - Algorithms
KW  - Confidence intervals
KW  - Data collection
KW  - Guidelines
KW  - Highway capacity
KW  - Hypothesis testing
KW  - Microsimulation
KW  - Software
KW  - Traffic
KW  - Traffic analysis tools
KW  - Traffic simulation
UR  - http://ops.fhwa.dot.gov/trafficanalysistools/tat_vol3/index.htm
UR  - http://ops.fhwa.dot.gov/trafficanalysistools/tat_vol3/Vol3_Guidelines.pdf
UR  - https://trid.trb.org/view/794930
ER  - 

TY  - RPRT
AN  - 01018753
AU  - Saito, Mitsuru
AU  - Lowry, Michael
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Recent Traffic and Safety Initiatives, Volume I: Developing Guidelines for Roundabouts
PY  - 2004/06//Final Report
SP  - 63p
AB  - Roundabouts have become increasingly popular in the United States in the past ten years. The Utah Department of Transportation (UDOT) has recently installed three roundabouts on its state highways (Park City, Lehi, and Bloomington). Requests for installation of roundabouts replacing traditional intersections are expected to grow. However, UDOT does not have specific guidelines or criteria to judge whether roundabouts would be appropriate for the requested sites. The intent of this project was to summarize the key issues concerning roundabouts and develop a preliminary draft of design guidelines and policies that could be used for the implementation of a roundabout instead of some other form of intersection. Only a few state departments of transportation had design guidelines on roundabouts at the time of the study. US experiences have not been adequate for creating solid, universal design and analysis guidelines on roundabouts.  A multi-year National Cooperative Highway Research Program  (NCHRP) study has just started. The leading software packages used for the design, analysis, and simulation of roundabouts originate in other countries, such as RODEL (United Kingdom) and aaSIDRA (Australia), where roundabouts have been in existence for many years and in numbers. The former is empirical based on thousands of roundabouts and the latter is based on the gap theory. Engineers do not agree on the best methodology for analysis, and therefore, various software packages with different methodologies exist. The HCS and Synchro 6.0 software programs have gap-based models and their analysis capabilities are not at the level of sophistication as the foreign counterparts. The NCHRP study (NCHRP 3-65), Applying Roundabouts in the United States, is about to be completed at the time of the publication of this report.
KW  - Design
KW  - Guidelines
KW  - National Cooperative Highway Research Program
KW  - Roundabouts
KW  - Software packages
UR  - http://www.udot.utah.gov/download.php/tid=1293/Roundabouts%20Final%20Report%20UT-04-10.pdf
UR  - https://trid.trb.org/view/772929
ER  - 

TY  - RPRT
AN  - 01016463
AU  - Zhang, Zhanmin
AU  - Vithayasricharoen, Pithon
AU  - Dossey, Terry E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Business Analysis and Solutions Report
PY  - 2004/06
SP  - 32p
AB  - This project is intended to develop the appropriate mechanism and the corresponding algorithms that can be used to build an automated relationship between the pavement layer database and other potential source(s) of pavement layer information at TxDOT. This product provides an analysis of the business needs for pavement layer data and the recommendations for statewide implementation of such a system.
KW  - Analysis
KW  - Businesses
KW  - Databases
KW  - Implementation
KW  - Needs assessment
KW  - Pavement layers
KW  - Pavement management systems
KW  - Recommendations
KW  - State departments of transportation
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4381_P2.pdf
UR  - https://trid.trb.org/view/772418
ER  - 

TY  - CONF
AN  - 01016490
AU  - DeLony, Eric
AU  - Klein, Terry H
AU  - SRI Foundation
AU  - Federal Highway Administration
TI  - Historic Bridges: A Heritage at Risk - A Report on a Workshop on the Preservation and Management of Historic Bridges, Washington, D.C., December 3-4, 2003
PY  - 2004/06
SP  - 32p
AB  - Since 1991, federal legislation has inspired an important transformation within the transportation community, broadening its mission from the traditional task of providing a safe and efficient highway system to acknowledging that these activities play a critical role in preserving our nation’s natural and historical heritage. Despite this cultural shift recent statistics suggest that half, if not more, of our Nation’s historic bridges have been lost in the last twenty years - two decades in which transportation and preservation consciousness was at a high level. This is an alarming and sobering statistic. While we are not quite at the threshold of saving “the few surviving examples,” we are fast approaching that point. Clearly, the Historic Bridge Program (Section 144(o)) enacted in 1987 (in the Surface Transportation and Uniform Relocation Assistance Act (STURAA)) is not working to stem the loss of historic bridges. Hence, the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), the SRI Foundation, the National Trust for Historic Preservation (NTHP), and the Historic American Engineering Record (HAER) of the National Park Service (NPS) organized an invitation-only workshop of experts to articulate and define the issues confronting historic bridges. The workshop was held in Washington, D.C. on December 3-4, 2003. In the spirit of stewardship, streamlining, and sound environmental and historic bridge management, the goal of the workshop was to provide federal and state transportation agencies, the Congress, and the interested public with recommendations and solutions on how to preserve this heritage at risk. Specifically, the purpose of the workshop was to articulate and define efficient and economical strategies for historic bridge preservation and management. This report summarizes the issues, initiatives and recommendations that came out of the Washington, D.C. workshop.
U1  - Historic Bridges: A Heritage at RiskFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)SRI FoundationNational Trust for Historic PreservationNational Park ServiceWashington,DC,United States StartDate:20031203 EndDate:20031204 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), SRI Foundation, National Trust for Historic Preservation, National Park Service
KW  - Bridge management systems
KW  - Economic factors
KW  - Environmental protection
KW  - Historic bridges
KW  - Historic preservation
KW  - Management
KW  - Recommendations
KW  - Surface Transportation and Uniform Relocation Assistance Act
KW  - United States
KW  - Workshops
UR  - http://www.srifoundation.org/pdf/bridge_report.pdf
UR  - https://trid.trb.org/view/771795
ER  - 

TY  - RPRT
AN  - 01011123
AU  - Langley, Ronald E
AU  - Grossardt, Ted
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Kentucky Highway User Survey 2004
PY  - 2004/06//Final Report
SP  - 39p
AB  - The purpose of this study was to continue the efforts begun in 1997 to monitor Kentucky public opinion regarding the quality of highway systems, including a portion to measure satisfaction with current drivers' license and registration renewal processes.  Kentucky's 2004 public opinion is compared to data collected in previous years to gauge the state's progress.
KW  - Customer satisfaction
KW  - Driver licensing
KW  - Kentucky
KW  - Monitoring
KW  - Public opinion
KW  - Registration
KW  - Surveys
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_17_SPR_263_03_3F.pdf
UR  - https://trid.trb.org/view/767458
ER  - 

TY  - RPRT
AN  - 01003765
AU  - Green, Eric R
AU  - Agent, Kenneth R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Evaluation of the Accuracy of GPS Coordinates Used on Traffic Collision Reporting Forms
PY  - 2004/06//Final Report
SP  - 64p
AB  - The objectives of this study were to determine the accuracy of Global Positioning System (GPS) units as a traffic crash location tool, evaluate the accuracy of the location data obtained using the GPS units, and determine the largest sources of any errors found.  The analysis showed that the currently used GPS unit is capable of obtaining accurate latitude and longitude data at a crash site that would allow the site to be properly located.  However, substantial differences were found between the location of some crashes as identified with the GPS and milepoint (CRMP) data.  Of a sample of 100 random crashes, 55% were found to have an accurate GPS reading and 58% were found to have an accurate CRMP location.  There was a large range in the difference between the GPS and CRMP data by county and police agency.  This shows both the accuracy that can be obtained with proper training and use as well as the lack of proper training and/or use of the GPS units at some jurisdictions.  The source of errors found for the GPS data was related to the operator rather than the equipment or environment.  The actions necessary to significantly improve the accuracy of the GPS data are manageable and relate to training, proper use of the GPS unit, care when placing the GPS data onto the crash report, and a minor modification to the crash report.  The source of errors related to the CRMP data primarily dealt with improper interpretation of the milepoint log, inaccurate use of the available mileposts and lack of knowledge of current data available.  A few edits of the crash data could be used which would significantly improve the accuracy of both the GPS and CRMP data.  Recommendations were made to improve the accuracy of both GPS and CRMP data.  These included additions to the GPS procedure pamphlet, a minor modification to the crash report, additional training in the use of the GPS unit, providing up-to-date milepoint logbooks, and using an edit which checks the accuracy of the GPS and CRMP data.
KW  - Accuracy
KW  - Crash locations
KW  - Crash reports
KW  - Errors
KW  - Global Positioning System
KW  - Mileposts
KW  - Operators (Persons)
KW  - Recommendations
KW  - Training
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_08_SPR_276_04_1F.pdf
UR  - https://trid.trb.org/view/760099
ER  - 

TY  - RPRT
AN  - 01002005
AU  - Klopp, Rodney J
AU  - Pennsylvania Department of Transportation
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Koch Materials' RoadArmor (Registered Trademark) Macro-surfacing
PY  - 2004/06//Final Report
SP  - 76p
AB  - This research report is part of a follow up to a RoadArmor (Registered trademark) maintenance project constructed in 1999 on Grantham Road in Cumberland County.  The Grantham Road project showed severe snowplow damage after one winter.  Koch Materials reworked their emulsion in order to improve its performance.  Two locations in Engineering District 8-0 were picked to experiment with this new emulsion for RoadArmor (Registered trademark).  The projects were evaluated for constructability and monitored for loss of stone over a 6-month period.  The two project locations had mixed performance results over the winter season.  Some problems that occurred included flushing, reflective cracking, aggregate loss, snow plow damage, and large areas of delamination.  Due to marginal performance and a higher cost, this product does not warrant further use by the Pennsylvania Department of Transportation at this time.
KW  - Constructability
KW  - Costs
KW  - Delamination
KW  - Macro-surfacing
KW  - Monitoring
KW  - Pavement performance
KW  - Reflection cracking
UR  - https://trid.trb.org/view/757595
ER  - 

TY  - RPRT
AN  - 01000931
AU  - Hopkins, Tommy C
AU  - Beckham, Tony L
AU  - Sun, Charlie
AU  - Ni, Bixian
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Resilient Modulus of Kentucky Soils
PY  - 2004/06//Revised Edition
SP  - 72p
AB  - In recent years, the American Association of State Highway and Transportation Officials (AASHTO) has recommended the use of resilient modulus for characterizing highway materials for pavement design.  This recommendation evolved as a result of a trend in pavement design of using mechanistic models, which are based on the theory of elasticity (layered elastic analysis) or linear and nonlinear, finite element and finite difference methods, or a combination of both those theoretical approaches.  Although much progress has been made in recent years in developing mathematical, mechanistic pavement design models, results obtained from those models are only as good as the material parameters used in the models.  Resilient modulus of the subgrade soil is an important parameter in the mechanistic models and in the 1993 AASHTO pavement design equation.  The main goal of this study was to establish a simple and efficient means of predicting the resilient modulus of any given type of Kentucky soil.  To accomplish this purpose, 128 tests were performed on several different soil types from various locations in Kentucky.  Specimens were remolded to simulate compaction conditions encountered in the field.  Tests were performed on soaked and unsoaked specimens so that an assessment could be made of the effect of moisture on resilient modulus values.  Vast differences were found between soaked and unsoaked values of resilient modulus.  Based on an analysis of the data, a new mathematical model is proposed which relates resilient modulus to any given selected, or calculated, principal stresses in the subgrade.  This model improves the means of obtaining best data "fits" between resilient modulus and stresses.  Furthermore, if the AASHTO classification and group index are known, then the resilient modulus of the soil can be predicted from the new model for any known stress condition in the subgrade.  Multiple regression analysis was used to obtain relationships between resilient modulus and confining stress and deviator stress.  No difficulties were encountered in testing "as-compacted" (unsoaked) samples.  Values of R-squared of 91% of unsoaked test specimens were greater than, or equal to, 0.87.  However, values of R-squared of only 35% of tested, soaked samples exceeded 0.87.  Difficulties were encountered in testing soaked specimens.  More research is needed to test saturated, or nearly saturated, soil specimens--conditions that often exist in the field.  To make the resilient modulus data and the new model readily available to design personnel of the Kentucky Transportation Cabinet, a "windows" computer software application was developed in a client/server environment.  This program is embedded in the Kentucky Geotechnical Database, which resides on a Cabinet server in Frankfort, Kentucky.  The resilient predictor model and data are readily available to pavement design personnel statewide.
KW  - Kentucky
KW  - Mathematical models
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Moisture content
KW  - Multiple regression analysis
KW  - Software
KW  - Soils
KW  - Stresses
KW  - Subgrade (Pavements)
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_01_07_SPR163_95_1F.pdf
UR  - https://trid.trb.org/view/756776
ER  - 

TY  - RPRT
AN  - 00989270
AU  - Schlorholtz, S
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF PERFORMANCE PROPERTIES OF TERNARY MIXES: SCOPING STUDY
PY  - 2004/06
SP  - 32 p.
AB  - Pozzolans and slag extend the market for concrete products by improving specific properties of the products, which allows the products to be constructed with materials or placed in environments that would have precluded the use of portland cement alone.  In properly formulated concrete mixes, pozzolans and slag have been shown to enhance long-term strength, decrease permeability, increase durability, reduce thermal cracking of mass concrete, minimize or eliminate cracking related to alkali-silica reaction, and minimize or eliminate cracking related to sulfate attack.  The purpose of this research project was to conduct a scoping study that could be used to evaluate the need for additional research in the area of supplementary cementitious materials (SCMs) that are used in concrete for highway applications.  Special emphasis was given to the concept of using two or more SCMs in a single concrete mixture.  The scope of the study was limited to a literature survey and panel discussions concerning issues relevant to the project.  No laboratory work was conducted for this project.  A problem statement with research plan was created that could be used to guide a pooled fund project.
KW  - Alkali silica reactions
KW  - Cementitious materials
KW  - Compressive strength
KW  - Concrete
KW  - Cracking
KW  - Durability
KW  - Literature reviews
KW  - Mix design
KW  - Needs assessment
KW  - Panel studies
KW  - Permeability
KW  - Pozzolan
KW  - Research
KW  - Slag
KW  - Sulfates
KW  - Ternary mixtures
KW  - Thermal degradation
UR  - http://www.ctre.iastate.edu/reports/ternary_mixes.pdf
UR  - https://trid.trb.org/view/755046
ER  - 

TY  - RPRT
AN  - 00988120
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DETAILED EVALUATION OF PERFORMANCE FRP WRAPPED COLUMNS AND BEAMS IN A CORROSIVE ENVIRONMENT
PY  - 2004/06
SP  - 76 p.
AB  - The objective of this project is to evaluate the long-term effectiveness of fiber reinforced plastic (FRP) composite wraps in preventing corrosion of reinforced concrete elements in severe environments. The experimental program was established to help determine if FRP wraps provide barriers against the transportation of chlorides into the concrete or if impermeable wraps trap chlorides and moisture beneath the wrap and thereby accelerate the corrosion process. The focus of this report is on the development of procedures for understanding data collected from 13 specimens that were removed from exposure testing and studied in detail. The specimens represent typical rectangular (beam) and cylindrical (column) elements in reinforced concrete bridges. Partially wrapped versus unwrapped elements were studied. Other parameters of interest in design and construction included: cast-in chlorides to represent specimens already exposed to a corrosive environment prior to wrapping, cracked versus uncracked elements, addition of corrosion inhibitors, and materials of repair for damage to concrete due to corrosion or to construction traffic prior to wrapping.
KW  - Beams
KW  - Chlorides
KW  - Columns
KW  - Composite materials
KW  - Corrosion
KW  - Corrosion protection
KW  - Fiber reinforced plastics
KW  - Inhibitors (Chemistry)
KW  - Performance
KW  - Procedures
KW  - Reinforced concrete bridges
KW  - Repairing
KW  - Wrapped beams
KW  - Wrapped columns
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_1774_3.pdf
UR  - https://trid.trb.org/view/753762
ER  - 

TY  - RPRT
AN  - 00987653
AU  - Zimmerman, K A
AU  - Wolters, A S
AU  - Applied Pavement Technology, Incorporated
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - LOCAL ROAD SURFACING CRITERIA: AUTOMATED SOFTWARE USER'S GUIDE
PY  - 2004/06
SP  - 38 p.
AB  - On a daily basis, local road agencies in South Dakota face the challenge of how to cost-effectively maintain low-volume roads. Specifically, decision makers are faced with the challenge of determining when it is most economical to maintain, upgrade, or downgrade a road's existing surface.  In order to assist decision makers with these types of decisions, the South Dakota Department of Transportation initiated a research study in 2002 to investigate surfacing criteria for low-volume roads.  This report describes the software tool and user's guide developed as part of this project.  The software tool allows the user to analyze economic and non-economic factors, such as political factors, housing concentration, and industry/truck traffic, at specific locations to determine the appropriate surface type. The user's guide is a hands-on guide that introduces the macro-driven Microsoft Excel-based analytical tool that was developed to apply the low-volume road management methodologies recommended in the final report.
KW  - Computer program documentation
KW  - Cost effectiveness
KW  - Decision making
KW  - Economic factors
KW  - Housing density
KW  - Life cycle costing
KW  - Low volume roads
KW  - Maintenance
KW  - Political factors
KW  - Software
KW  - South Dakota
KW  - Truck traffic
UR  - http://www.sddot.com/business/research/projects/docs/SD_LowVolumeSurface.xls
UR  - http://www.sddot.com/business/research/projects/docs/SD200210_Users_Guide.pdf
UR  - https://trid.trb.org/view/753555
ER  - 

TY  - RPRT
AN  - 00987648
AU  - Markkula, L
AU  - Marketing Intelligence, LLC
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - HOV LANES: ISSUES AND OPTIONS FOR ENFORCEMENT
PY  - 2004/06
SP  - 98 p.
AB  - Key findings of this research are as follows:  No technology exists that can fully automate high occupancy vehicle (HOV) occupancy enforcement, because no technology exists that can see through metal vehicles and pick out the people inside; Of the factors that limit the ability to see inside a vehicle, the most pernicious is window tinting, because of the threat it poses to law enforcement (opaque auto glass tinting can hide not only a weapon, but also the person reaching for it); Adequate enforcement requires extensive space in the median and in many instances it is not feasible to provide this space; and Current statutes that require officers to have vehicles to pull over to the right are inappropriate for HOV enforcement.  Key recommendations are as follows:  Where feasible to do so, highway design should allow for sheltered observation areas and wide, long citation areas, with adequate entrances and exits, in the median next to the HOV lane; An optics expert should review Arizona's law regulating auto glass tinting, to see if current restrictions allow for adequate video imaging; Prominently post the fine for HOV violations on roadside signs; Randomly, but periodically, utilize special enforcement followed by routine enforcement; Evaluate increased penalties for HOV violations; Have engineers meet with highway patrol officers before design concepts are finalized; Consider implementing high occupancy toll (HOT) lanes on HOV lanes by charging full price for single occupancy vehicles (SOVs), half price for HOVs with two or more occupants and nothing for HOVs with three or more occupants; Monitor new technology as it emerges and reconsider implementing it if it appears feasible and warranted; Evaluate establishing enforcement areas near HOV entry and exit ramps; and Consider installing a "hot line" for citizens to call to report HOV violators.
KW  - Enforcement areas
KW  - Fines (Penalties)
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Highway design
KW  - Law enforcement
KW  - Laws
KW  - Medians
KW  - Recommendations
KW  - Technological innovations
KW  - Tinted glass
UR  - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/1248/rec/1
UR  - http://ntl.bts.gov/lib/24000/24900/24969/AZ552.pdf
UR  - https://trid.trb.org/view/753550
ER  - 

TY  - RPRT
AN  - 00987651
AU  - Zimmerman, K A
AU  - Wolters, A S
AU  - Applied Pavement Technology, Incorporated
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - LOCAL ROAD SURFACING CRITERIA
PY  - 2004/06
SP  - 112 p.
AB  - On a daily basis, local road agencies in South Dakota face the question of how to cost-effectively maintain low-volume roads. Specifically, decision makers are faced with the challenge of determining when it is most economical to maintain, upgrade, or downgrade a road's existing surface.  In order to assist decision makers with these types of decisions, the South Dakota Department of Transportation (SDDOT) initiated a research study in 2002 to investigate surfacing criteria for low-volume roads. The overall objective of this research study is to create a process that allows the user to compare the costs associated with different types of roads to provide assistance in deciding which surface type (hot-mix asphalt, blotter, gravel, or stabilized gravel) is most economical under a specific set of circumstances.  In addition to incorporating economic factors into the analysis, the process also allows the user to consider other non-economic factors that are more subjective and difficult to quantify, such as political factors, growth rates, housing concentration, mail routes, and industry/truck traffic. The process used during this study is flexible enough to allow users to consider any combination of agency costs incurred by the agency for maintaining its roads, non-agency (user) cost factors such as vehicle operating costs or crash potential, and non-economic factors such as politics and housing densities. The underlying methodology developed during this project for making road surface type decisions is based upon life-cycle cost analysis techniques that focus on selecting the most cost-effective road surface to meet a specific need.  The methodology was created using agency cost and user cost models that were developed based upon specific road section information supplied by various local agencies in South Dakota, average daily traffic and crash occurrence information supplied by the SDDOT, information obtained through a literature search, and input from members of the Technical Panel.  The primary deliverables for this study include a Technical Brief that summarizes the manual procedure for determining the appropriate surface type for a road section based upon the average conditions, and a software tool that allows the user to analyze economic and non-economic factors at specific locations to determine the appropriate surface type.
KW  - Cost effectiveness
KW  - Decision making
KW  - Economic factors
KW  - Housing density
KW  - Life cycle costing
KW  - Low volume roads
KW  - Maintenance
KW  - Political factors
KW  - Software
KW  - South Dakota
KW  - Truck traffic
UR  - http://www.sddot.com/business/research/projects/docs/sd200210_Final_Report.pdf
UR  - https://trid.trb.org/view/753553
ER  - 

TY  - RPRT
AN  - 00987652
AU  - Zimmerman, K A
AU  - Wolters, A S
AU  - Applied Pavement Technology, Incorporated
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - LOCAL ROAD SURFACING CRITERIA: TECHNICAL BRIEF
PY  - 2004/06
SP  - 22 p.
AB  - This Technical Brief outlines a step-by-step process to assist counties in South Dakota in making road surface type decisions. The manual procedure allows the user to consider any combination of agency costs, user costs, and other non-economic factors, such as political factors, housing concentration, and industry/truck traffic, when determining the appropriate surface type for a given roadway section.  The models used as the basis of this procedure are based upon the average construction and maintenance costs, treatment timings, crash costs, and vehicle operating costs submitted by counties in South Dakota during the data collection efforts of this study with some modifications by the Technical Panel.  In addition to the manual procedures outlined in this document, a software tool has been developed that is also available for conducting the analysis.  The software tool allows an agency to further customize the types of treatments and the costs that will be applied over the life of a road section.  The basis for this manual procedure and the software tool are summarized in the Final Report.
KW  - Cost effectiveness
KW  - Decision making
KW  - Economic factors
KW  - Housing density
KW  - Life cycle costing
KW  - Low volume roads
KW  - Maintenance
KW  - Political factors
KW  - Software
KW  - South Dakota
KW  - Truck traffic
UR  - http://www.sddot.com/business/research/projects/docs/SD200210_Technical_Brief.pdf
UR  - https://trid.trb.org/view/753554
ER  - 

TY  - RPRT
AN  - 00987610
AU  - Persad, K R
AU  - Bansal, S
AU  - Mazumder, D B
AU  - Bomba, M C
AU  - Machemehl, R B
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TRANS-TEXAS CORRIDOR RIGHT-OF-WAY ROYALTY PAYMENT FEASIBILITY
PY  - 2004/06
SP  - 164 p.
AB  - The Trans-Texas Corridor is a proposed new tolled multimodal transportation system 4,000 miles long across Texas.  The 1,200-ft-wide right-of-way (ROW) required is significantly more than that for previous transportation projects.  Recent legislation (HB 3588) permits the Texas Department of Transportation (TxDOT) to offer landowners in the corridor ROW a "corridor participation payment"--a portion of the revenue to be derived from the corridor, for "an interest in real property or a real property right."  Such payments (termed "royalty payments" when this research project commenced) are a completely new approach to procurement of ROW for transportation corridors in the United States.  This report presents the results of research on the feasibility of paying for ROW for the Trans-Texas Corridor with toll revenues.  It includes results presented in previous products of this research project, namely: P1 -- an assessment of Trans-Texas Corridor ROW acquisition issues, P2 -- an analysis of the financial feasibility of paying for ROW with toll revenues, P3 -- a study of landowner response to the ROW royalty concept and alternatives, P4 -- a financial analysis of alternative deferred payment options, and P5 -- royalty payments plans and financial outcomes.
KW  - Alternatives analysis
KW  - Deferred payment
KW  - Feasibility analysis
KW  - Financial analysis
KW  - Landowners
KW  - Property acquisition
KW  - Real property
KW  - Revenues
KW  - Right of way (Land)
KW  - Royalty payments
KW  - Texas
KW  - Toll roads
KW  - Tolls
KW  - Transportation corridors
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4808_1.pdf
UR  - https://trid.trb.org/view/753512
ER  - 

TY  - RPRT
AN  - 00984517
AU  - Nusairat, J
AU  - Liang, R Y
AU  - Engle, R
AU  - Hanneman, D
AU  - Abu-Hejleh, N
AU  - Yang, K
AU  - E.L. Robinson Engineering of Ohio Co.
AU  - Geocal, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - DRILLED SHAFT DESIGN FOR SOUND BARRIER WALLS, SIGNS, AND SIGNALS
PY  - 2004/06
SP  - 414 p.
AB  - The Colorado Department of Transportation (CDOT) uses drilled shafts to support the noise barrier walls and the large overhead signs and signals placed alongside the highways.  These structures are subjected to predominantly lateral loads from wind.  Current CDOT design for the drilled shafts is very conservative and lacks uniformity, which could lead to high construction costs for these shafts.  CDOT commissioned a research study with the objective of identifying/developing uniform and improved design methods for these structures. Toward these goals, existing analysis methods for both capacity estimate and load-deflection predictions of drilled shafts supporting sound barrier walls, signs, and signals and typical soil and rock formations in Colorado are presented in a comprehensive manner.  This includes the practice of CDOT engineers and consultants for design methods and geotechnical investigation, AASHTO design methods and specifications, and the design practice of the Ohio DOT.  The accuracy of selected design methods for lateral and torsional responses of drilled shafts was evaluated by comparing predictions from these methods with measured "true" capacity and deflections from lateral and torsional load tests reported in the literature, performed in Ohio, and two new lateral load tests performed in this study as a part of the CDOT construction project along I-225 where noise barrier walls were constructed.  A comprehensive geotechnical investigation program was also carried out at the two new lateral load test sites that included a pressuremeter test, Standard Penetration Test (SPT), laboratory triaxial CU tests, and direct shear tests.  This allowed for evaluation of the accuracy of various testing methods employed for determining the soil parameters required in the lateral design methods.  Finite element modeling has been developed and validated against the new load test data.  Additional consideration of possible loading rate effect, cyclic loading effect, and ground water table fluctuations on the soil resistance are discussed.  The appropriateness of the recommended factor of safety (FS) for the Broms method was further verified with LRFD calibration.
KW  - Accuracy
KW  - Colorado
KW  - Design methods
KW  - Direct shear tests
KW  - Drilled shafts
KW  - Finite element method
KW  - Geotechnical engineering
KW  - Lateral loads
KW  - Load tests
KW  - Noise barriers
KW  - Overhead traffic signs
KW  - Sign supports
KW  - Soil penetration test
KW  - Structural supports
KW  - Traffic signals
KW  - Triaxial shear tests
KW  - Wind
UR  - http://www.dot.state.co.us/Publications/PDFFiles/drilledshaft1.pdf
UR  - https://trid.trb.org/view/745709
ER  - 

TY  - RPRT
AN  - 00982177
AU  - Gulen, S
AU  - Noureldin, A S
AU  - Weaver, J
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - LIFE AND COST COMPARISON OF THREE REHABILITATION TECHNIQUES ON I-65 BETWEEN SR-2 AND SR-114
PY  - 2004/06
SP  - 35 p.
AB  - Construction of hot mix asphalt (HMA) overlays on top of old concrete pavements is the most common concrete pavement rehabilitation strategy.  These overlays, however, are usually subject to reflection cracking related to the movement of the old concrete slab.  In addition, these overlays may also be vulnerable to rutting when subjected to large traffic volumes of heavy trucks.  Concrete overlays have the advantage of being rut resistant compared to HMA overlays.  However, the current national experience of the performance of these overlays is still, relatively, limited compared to HMA overlays.  In addition, doubts are often raised about the cost effectiveness of these overlays, the ease of their rehabilitation at the end of their design life and the period of time required closing the road to traffic for ongoing and post construction operations. This report presents an evaluation of three concrete pavement rehabilitation techniques employed on interstate highway I-65: a fiber modified HMA overlay on cracked and seated concrete pavement; an HMA overlay on rubblized concrete pavement; and an unbonded concrete overlay on 30 mm intermediate HMA layer on old concrete pavement.  Evaluation of these techniques will continue until the year 2013 by the Research Division Staff.  Performance of these rehabilitation techniques is also compared with that of restoration (no overlay) techniques applied in 1985 on the same highway segment.  It was concluded that all rehabilitation techniques performed satisfactorily.  "Unbonded concrete overlay" segment exhibited the best performance in reflection cracks elimination, structural capacity and skid resistance. "Rubblized" segment exhibited the best performance in ride quality and uniformity of structural capacity.  Life cycle cost analysis without road user costs suggested that the "unbonded concrete overlay" was slightly more cost effective than the other segments.
KW  - Bituminous overlays
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Crack and seat treatment
KW  - Hot mix asphalt
KW  - Life cycle costing
KW  - Performance
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Ride quality
KW  - Rubblizing
KW  - Rutting
KW  - Skid resistance
KW  - Structural capacity
KW  - Unbonded concrete overlays
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1826&context=jtrp
UR  - https://trid.trb.org/view/743291
ER  - 

TY  - RPRT
AN  - 00982076
AU  - Schiff, S D
AU  - Philbrick, T W
AU  - Peake, T S
AU  - Hamby, J B
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - LOAD TESTING FOR ASSESSMENT AND RATING OF HIGHWAY BRIDGES. PHASE II: DEVELOPMENT OF A HIGHWAY BRIDGE LOAD RATING AND ASSESSMENT PROGRAM
PY  - 2004/06
SP  - 170 p.
AB  - Bridges are being subjected to higher traffic loads and volumes and many of these bridges were constructed prior to 1950 and were designed using design load standards significantly lower than today's standards.  The objective in most bridge programs is to determine the reserve capacity in posted bridges and, if warranted, increase the posted load rating or perhaps remove the posting.  The South Carolina bridge inventory has a large number of bridges categorized as deficient.  While many of these bridges may be truly deficient, many may not be deficient and can be shown to be adequate with additional tools such as load testing to provide more accurate assessment of the bridge capacity.  Other state departments of transportation (DOTs) have benefited from bridge testing programs, and while not being able to specifically quantify the cost savings, are convinced that their bridge testing program is an effective tool to reduce bridge retrofit and replacement costs.  A bridge load rating and assessment program has been developed to allow for field testing, computer modeling, and a more accurate rating of the SCDOT bridge inventory.  Field testing procedures, required instrumentation, and required support equipment are discussed. Several bridges were tested under known load cases to determine bridge performance characteristics.  Modeling techniques were developed for generating preliminary and post-test models using SAP2000 structural software.  Subject bridges were analyzed theoretically using AASHTO standards and benefits determined from load testing were later introduced into analysis.  New ratings were determined for the subject bridges and presented for consideration.  This investigation indicates the SCDOT should move forward and implement a bridge testing program.
KW  - Bearing capacity
KW  - Computer models
KW  - Cost effectiveness
KW  - Equipment
KW  - Evaluation and assessment
KW  - Field tests
KW  - Highway bridges
KW  - Instrumentation
KW  - Load factor
KW  - Load tests
KW  - South Carolina
UR  - https://trid.trb.org/view/743230
ER  - 

TY  - RPRT
AN  - 00980592
AU  - Bowman, M D
AU  - Piskorowski, A M
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION AND REPAIR OF WROUGHT IRON AND STEEL STRUCTURES IN INDIANA
PY  - 2004/06
SP  - 242 p.
AB  - Throughout the state of Indiana, there are number of older, historical bridges which have been in service since the late 19th century.  Many, although not all, of these bridges are truss structures comprised either partially or completely of wrought iron members.  Moreover, most of them need some degree of maintenance or rehabilitation.  However, engineers who must recommend repair or rehabilitation operations typically do not know the material properties and behavior of wrought iron members.  Consequently, an investigation was initiated to review and classify typical material properties on wrought iron members. This investigation involved three phases that included a literature review of other research and bridge rehabilitation studies, a survey of many transportation agencies throughout Indiana and the United States, and fundamental material and mechanical testing in the laboratory.  Based upon this research, rehabilitation and repair recommendations for wrought iron members in existing bridges were then developed.
KW  - Bridge engineering
KW  - Historic bridges
KW  - Indiana
KW  - Iron
KW  - Literature reviews
KW  - Maintenance
KW  - Materials tests
KW  - Mechanical tests
KW  - Properties of materials
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Steel
KW  - Structural members
KW  - Surveys
KW  - Truss bridges
KW  - Welding
KW  - Wrought iron
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1555&context=jtrp
UR  - https://trid.trb.org/view/740973
ER  - 

TY  - RPRT
AN  - 00979997
AU  - Liang, R Y
AU  - Saleeb, A F
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - MECHANISTIC EVALUATION OF THE GEORGIA LOADED WHEEL TESTER FOR SUPERPAVE ASPHALT MIXTURES
PY  - 2004/06
SP  - v.p.
AB  - Rutting of asphalt concrete has been one of the leading distress modes in asphalt pavement, primarily due to increasing truck loads, inadequate mix design, and poor construction methods. The Ohio Department of Transportation (ODOT) is facing the challenge of developing an effective tool for assessing the rutting potential of various hot mix asphalt (HMA) mixtures under a variety of climatic conditions.  The Superpave asphalt mix design method, at the present time, lacks the accepted tool for evaluating the mix's propensity for rutting.  As a result, ODOT, along with other state highway agencies, has opted for the loaded wheel tester as an effective and inexpensive method for evaluating the rutting behavior of various mix designs.  The main goals of the research encompass the following:  (a) Development of a comprehensive mechanistic rutting model for asphalt concrete mixtures, (b) Development of efficient and robust techniques for extracting basic rutting model parameters from standard mechanical testing or loaded wheel testing, and (c) Development of recommendations for improving the GLWT (Georgia Loaded Wheel Tester) testing procedures.  A series of extensive laboratory test programs has been carried out.  The test data generated include resilient modulus, compressive strength and stress-strain relationship at two loading rates, creep with recovery, and cyclic testing with three different frequencies.  In addition, the GLWT loaded wheel test has been performed on the same asphalt mixtures to obtain the corresponding rut data.  Rigorous constitutive models, together with numerical integrations into finite element codes, have been formulated for both rut prediction and extraction of material model parameters.  The outcome of the research includes testing temperature at the high temperature side of the binder performance grade and the target air void content for beam specimens at 5%.  The mechanistic interpretation of the GLWT test has elucidated the attractive features, such as high stress level, non-uniformity of confining and multi-axial stresses, and revealing long-term cyclic characteristics.  Thus, ODOT is highly recommended to continue to use the GLWT as an excellent tool for assessing the rut potential of HMA.
KW  - Air voids
KW  - Asphalt concrete
KW  - Compressive strength
KW  - Creep
KW  - Cyclic tests
KW  - Finite element method
KW  - Georgia Loaded Wheel Tester
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mathematical models
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Rutting
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Superpave
KW  - Temperature
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2004/Materials/14751-FR.pdf
UR  - https://trid.trb.org/view/741025
ER  - 

TY  - RPRT
AN  - 00979957
AU  - Markkula, L
AU  - Marketing Intelligence, LLC
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - UNINSURED AND UNDERINSURED MOTORISTS: TRENDS IN POLICY AND ENFORCEMENT
PY  - 2004/06
SP  - 239 p.
AB  - The Insurance Research Council, an industry research group, estimated Arizona's uninsured motorist rate at an average 16% for the years 1995 to 1997.  The Arizona Department of Transportation puts the number today at half that figure. Depending on the number used, the economic costs of motor vehicle accidents involving uninsured motorists in Arizona in 2002 were an estimated $240.45 million to $480.89 million.  Of equal concern, motorists with minimum motor vehicle liability insurance create, on average, an estimated $37,100 in economic costs for each person they injure who is incapacitated, plus an estimated $2,200 for each person they injure who is not incapacitated - after policy limits have been exhausted.  In fact, if every Arizona driver were insured, but had just $15,000 per person bodily liability limits, injured accident victims would have a one in ten chance that over 70% of the economic costs of their injuries would not be covered by insurance. According to a 1994 study by the National Highway Traffic Safety Administration, an estimated 40.1% of the total economic costs of motor vehicle accidents in Arizona are passed on to the public and the state.  Uninsured and underinsured motorists are major contributors to those costs.  This report examines what states have done and what different interest groups have put forth to ensure the availability of compensation to accident victims.
KW  - Arizona
KW  - Automobile insurance
KW  - Costs
KW  - Injuries
KW  - Traffic crashes
KW  - Trend (Statistics)
KW  - Underinsured motorists
KW  - Uninsured motorists
UR  - http://ntl.bts.gov/lib/24000/24800/24847/AZ548.pdf
UR  - https://trid.trb.org/view/740735
ER  - 

TY  - RPRT
AN  - 00979942
AU  - Walton, J R
AU  - Crabtree, J D
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - MAINTENANCE AND OPERATIONS PLAN FOR INTELLIGENT TRANSPORTATION SYSTEMS IN KENTUCKY
PY  - 2004/06
SP  - 72 p.
AB  - This report presents a Maintenance and Operations Plan for Intelligent Transportation Systems (ITS) in Kentucky.  It was developed using substantial stakeholder input and provides recommendations and specific strategies for supporting and coordinating ITS maintenance and operations activities throughout the Kentucky Transportation Cabinet.  A literature review and national survey helped to identify other states and urban areas that had already completed work on ITS maintenance and operations.  From this information, best practices were developed that represented the lessons learned and practices implemented (or suggested for implementation) by these states. Another survey was conducted to determine the current state of ITS maintenance and operations in Kentucky.  In addition, a stakeholder forum was held to identify problems and potential solutions related to ITS maintenance and operations.  Based on the best practices, Kentucky's ITS maintenance and operations assessment survey, and data from the stakeholder forum, 41 specific recommendations were developed.  These recommendations were organized into the following categories: planning/management of maintenance and operations; coordination and communications; documentation, tracking, monitoring, and evaluation; procurement; staffing; training; facilities and equipment; funding; and contracting.
KW  - Best practices
KW  - Communications
KW  - Contracting
KW  - Coordination
KW  - Equipment
KW  - Evaluation and assessment
KW  - Facilities
KW  - Financing
KW  - Intelligent transportation systems
KW  - Kentucky
KW  - Literature reviews
KW  - Maintenance
KW  - Management
KW  - Monitoring
KW  - Operations
KW  - Procurement
KW  - Recommendations
KW  - Stakeholders
KW  - State of the practice
KW  - Strategic planning
KW  - Surveys
KW  - Training
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_14_SPR_241_02_1F.pdf
UR  - https://trid.trb.org/view/740720
ER  - 

TY  - RPRT
AN  - 00978496
AU  - Igharo, P O
AU  - Munger, E
AU  - Glad, R W
AU  - St. Martin's College
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - IN-SERVICE PERFORMANCE OF GUARDRAIL TERMINALS IN WASHINGTON STATE
PY  - 2004/06
SP  - 59 p.
AB  - This research study was conducted to evaluate the in-service performance of existing guardrail end treatments and unrestrained precast concrete barrier in Washington State.  For a selected area of the state highway system over a one-year period, local area maintenance personnel were tasked to document incidents, including extent of damage and repair costs, into a database using NCHRP Project 22-13 methodology.  Additional information (e.g., accident severity) from police reports was gathered from the incidents and added to the database.  The installation characteristics measured for Breakaway Cable Terminals (BCT) and Slotted Rail Terminals (SRT), along with the related crash data for these devices, showed overall acceptable performance when struck.  Review of the incident severities, together with the displacement and damage data on struck barriers in the study area, revealed no significant difference in BCT and SRT performance.  The installation, damage, and displacement characteristics examined on struck concrete barrier showed that the pin and loop connections were holding well in incidents and the barrier displacements during incidents were within the Washington State Department of Transportation design specification for such systems.
KW  - Barriers (Roads)
KW  - Breakaway cable terminals
KW  - Costs
KW  - Crash data
KW  - Crash severity
KW  - Databases
KW  - Guardrail terminals
KW  - Loss and damage
KW  - Performance
KW  - Pin and loop connections
KW  - Repairing
KW  - Slotted rail terminals
KW  - Structural connection
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/580.1.pdf
UR  - https://trid.trb.org/view/740337
ER  - 

TY  - RPRT
AN  - 00978497
AU  - Carlson, T J
AU  - Sargeant, S L
AU  - Johnson, G E
AU  - Pacific Northwest National Laboratory
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - PLAN FOR PILE-DRIVING RESEARCH
PY  - 2004/06
SP  - 106 p.
AB  - This document presents a pile driving research plan based on the issues and needs of the Washington State Department of Transportation (WSDOT) and resource agencies and on discussions that took place during an April 2004 pile driving workshop that was sponsored by WSDOT and coordinated by Battelle.  The work plan is designed to meet WSDOT/Washington State Ferries needs for pile driving research and to further understanding of pile driving impacts on aquatic animals in the Puget Sound.
KW  - Aquatic life
KW  - Environmental impacts
KW  - Fishes
KW  - Marine terminals
KW  - Pile driving
KW  - Puget Sound Region
KW  - Research
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/590.1.pdf
UR  - https://trid.trb.org/view/740338
ER  - 

TY  - RPRT
AN  - 00978499
AU  - Wolfe, W
AU  - Butalia, T
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - CONTINUED MONITORING OF SHRP PAVEMENT INSTRUMENTATION INCLUDING SOIL SUCTION AND RELATIONSHIP WITH RESILIENT MODULUS
PY  - 2004/06
SP  - 215 p.
AB  - Test pavements constructed by the Ohio Department of Transportation on U.S. 23 in Delaware, Ohio were studied. Environmental data collected from 1997 to 2003 at five test locations are presented.  Also, pore water pressures in the near surface soils beneath select pavement sections were measured. These measurements showed that pore pressures in the soil under the pavement have continued to increase over time, strongly suggesting that the subsurface soils quickly became saturated as water was drawn up into the profile.  Models used to predict the resilient modulus of cohesive subgrade soils typical of those found in Ohio were evaluated.  The current study consisted of performing a series of static laboratory tests to determine the soil's engineering properties.  These tests were followed by the direct measurement of the resilient modulus.  Tests were performed on both unsaturated and saturated soil samples.  The moduli as predicted by these existing methods were compared with the measured values.  An improved and more accurate resilient modulus prediction model has been developed and validated in this study.  Results obtained from resilient modulus laboratory testing show that for cohesive soils, the water content, the applied deviator stress, the confining stress and the unconfined compressive strength all affected the resilient modulus of the sample.  The resilient modulus values of the saturated soil samples were, in most cases, less than half that of the modulus at optimum moisture content.
KW  - Cohesive soils
KW  - Compressive strength
KW  - Confining stress
KW  - Deviatoric stress
KW  - Field tests
KW  - Laboratory tests
KW  - Mathematical models
KW  - Modulus of resilience
KW  - Moisture content
KW  - Pore water pressures
KW  - Subgrade (Pavements)
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2004/Pavements/14691-FR.pdf
UR  - https://trid.trb.org/view/740340
ER  - 

TY  - RPRT
AN  - 00978486
AU  - Chang, S I
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - GLOBAL POSITIONING SYSTEM DATA INTEGRATION AND DEVELOPMENT OF A THREE-DIMENSIONAL SPATIAL MODEL OF THE KANSAS HIGHWAY NETWORK
PY  - 2004/06
SP  - 76 p.
AB  - This proposal addresses a number of issues concerning the integration of various data collected on the Kansas Highway System through the development of a spatial (3D) model. Currently, the Kansas Department of Transportation (KDOT) collects and maintains spatial data on the Kansas highway system from the yearly road condition survey and video log survey. These surveys utilize differentially corrected Global Positioning System (GPS) systems cross-referenced to the traditional KDOT linear reference system (LRS) derived from distance measuring instruments (DMI) on board the vehicles. Preliminary development of a spatial model has been performed internally to KDOT resulting in a 2D model (latitude and longitude, but not altitude) for approximately 75% of the state highway system.  This project extends the 2D model into a 3D model by including altitude GPS coordinates using a B-spline fitting model.  The proposed 3D model shall serve as a cross referencing system between project stationing, project numbers, LRS, and other methods of defining physical locations.  It will also serve to enable spatial analysis of the system for such items as sub-standard stopping sight distance, sub-standard horizontal curves, and the correlation of accidents with highway geometry.  This report summarizes technical achievements of this project in two parts.  Part 1 describes the data cleaning, curving fitting algorithms and geometric modeling using B-spline techniques.  The proposed algorithm is capable of modeling over 90% of Kansas highway with high accuracy.  Control points - 3D data coordinates for B-spline fitting were generated and stored in a database.  The proposed 3D models are validated by comparing the altitudes of the 3D models with those obtained from original highway designs.  Part 2 outlines the procedures of generating sub-standard stopping sight distance.  The entire procedure was automated, right from the importing of the data from the control point database to transferring the results into the two tables of the result database.
KW  - Algorithms
KW  - Data integration
KW  - Geometry
KW  - Global Positioning System
KW  - Highway curves
KW  - Highways
KW  - Kansas
KW  - Linear reference system
KW  - Spatial analysis
KW  - Stopping sight distance
KW  - Traffic crashes
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003690631
UR  - https://trid.trb.org/view/740327
ER  - 

TY  - RPRT
AN  - 00978485
AU  - Fager, G A
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - LIME SLURRY IN COLD INPLACE RECYCLE
PY  - 2004/06
SP  - 27 p.
AB  - In 1997, a cold inplace recycle (CIR) project using fly ash additive in one half, and a lime slurry additive in the other half, was built on US-283 in Ford County, Kansas.  Test sections were established and monitored through periodic inspections, crack surveys, and falling weight deflectometer measurements for approximately 5 to 6 years.  The lime slurry section contained less cracking during the early years of the monitoring period. Toward the end of the 5 year period both sections contained approximately the same amount of cracking.  Wheel path rutting was not a major distress using both additives.  A laboratory study was conducted on field cores from the project, and also on lab molded samples using various additives.  Some of the tests were permeability, modified T283, resilient modulus, asphalt pavement analyzer and density measurements.  The laboratory data showed that both additives improved the engineering mix properties with the fly ash showing the best results.  Cost data were also collected from a summary of several CIR projects using the two different additives, and it was determined that the lime slurry was approximately 25% more expensive.  Based on the field surveys, it is expected that the life of the lime slurry section will be at least 1 to 2 years longer than the fly ash section. The report concluded that the life cycle cost of the lime slurry section is about equal to the fly ash section.
KW  - Cold in-place recycling
KW  - Cold mix paving mixtures
KW  - Cores (Specimens)
KW  - Costs
KW  - Density
KW  - Fly ash
KW  - Kansas
KW  - Laboratory tests
KW  - Lime slurry
KW  - Modulus of resilience
KW  - Monitoring
KW  - Pavement cracking
KW  - Permeability
KW  - Recycling
KW  - Rutting
KW  - Service life
KW  - Test sections
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003689556
UR  - http://ntl.bts.gov/lib/55000/55700/55781/FHWA-KS-03-3.PDF
UR  - https://trid.trb.org/view/740326
ER  - 

TY  - RPRT
AN  - 00978471
AU  - Chang, L M
AU  - Chen, Y-T
AU  - Lee, S W
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - USING PRECAST CONCRETE PANELS FOR PAVEMENT CONSTRUCTION IN INDIANA
PY  - 2004/06
SP  - 90 p.
AB  - The closure of roadways for new pavement, overlays, or removal and replacement applications constantly causes traffic congestion.  To minimize the effects of traffic congestion, this study assesses the feasibility of using a Precast Concrete Pavement (PCP) method in Indiana Department of Transportation (INDOT) pavement construction.  The research investigated the state-of-the-art of PCP methods recently developed in the United States.  The conventional concrete pavement methods such as Portland Cement Concrete Pavement (PCCP), including Jointed Plain Concrete Pavement (JPCP), Jointed Reinforced Concrete Pavement (JRCP), and Continuously Reinforced Concrete Pavement (CRCP), were reviewed and compared with the PCP methods.  With the speedy construction and lower user impact cost of PCP, the PCP methods were further studied.  It was found that Precast Prestressed Concrete Pavement (PPCP) is used in Texas and California; Super-slab method in New York; Full Depth Repair method in Michigan; Stitch-in-Time method in Colorado; and the Four-by-Four method in California.  Their design concepts, field installation procedures, merits, pitfalls, costs and applications were evaluated.  With all the comparative advantages and disadvantages, it can be concluded that it is feasible to use PCP in INDOT pavement construction.  Based on the data collected and analyses on the PCP methods identified in this study, the Texas Department of Transportation's (TxDOT's) PPCP method possesses comparatively distinguishing merits.  It is recommended that an experiment using the PPCP method on an INDOT demonstration project be conducted as soon as possible.
KW  - Cost effectiveness
KW  - Feasibility analysis
KW  - Indiana
KW  - Precast concrete pavements
KW  - Road construction
KW  - State of the art studies
KW  - Time savings
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1692&context=jtrp
UR  - https://trid.trb.org/view/740313
ER  - 

TY  - RPRT
AN  - 00978456
AU  - Nemmers, C J
AU  - Kochtanek, T R
AU  - Cordes, S
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - RDT LIBRARY SYSTEM DEVELOPMENT, YEAR 2
PY  - 2004/06
SP  - 44 p.
AB  - The report documents year two efforts relating to the analysis, development, and implementation of the Missouri Department of Transportation Research Development and Technology automated research library system.  Specific issues include collection development and distribution, copy and original cataloging and classification, and development of training for circulations and operations.  Also included are funding and budget information, and recommendations and objectives for the year three project development plan.
KW  - Budgeting
KW  - Development
KW  - Financing
KW  - Implementation
KW  - Libraries
KW  - Missouri Department of Transportation
UR  - http://library.modot.mo.gov/RDT/reports/RI98026A/RDT04015.pdf
UR  - https://trid.trb.org/view/740302
ER  - 

TY  - RPRT
AN  - 00977210
AU  - Done, R S
AU  - Data Methods Corporation
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - IMPROVING CONSTRUCTION COMMUNICATION
PY  - 2004/06
SP  - 38 p.
AB  - The extensive use of roads and highways in the United States results in continuous maintenance and construction activities. Work zones are inconvenient for motorists and dangerous for both motorists and transportation workers.  During the period 1997-2002, non-construction highway fatalities remain about constant while highway construction zone fatalities increased by 70%.  The most common complaint about construction projects from the general public is the lack of information.  Improving communication with the public about construction conditions will allow drivers to make safer driving decisions and will increase their satisfaction with the construction process.  The safety and satisfaction of drivers is fundamental to the expansion and maintenance of transportation systems and research that improves that safety and satisfaction is vitally important.  This study explores the Arizona Department of Transportation (ADOT) construction communication process and how it can be improved. This study examines data collected from ADOT customers during the State Route 51 (SR 51) project.  During the $75 million project, approximately 10 miles of SR 51 between Interstate 10 and SR 101 were renovated to include new high occupancy vehicle (HOV) lanes and rubberized asphalt.  Communication was measured by customer utilization of four direct communication channels and four indirect communication channels.  Satisfaction was measured by a composite score based on customer satisfaction with traffic, dust, noise, signage, and information during the construction process.  Almost all respondents relied upon at least one channel for construction communication and almost 80% of respondents reported using between one and three channels. The most frequently utilized channel was construction signs (55.9%) and the least frequently utilized channel was e-mail alerts (1.5%).  Less than 4% of the respondents did not utilize any communication channel.  Direct communication channels resulted in higher customer satisfaction than did indirect communication channels.  Construction bulletins contributed the most to customer satisfaction, followed by the project web site. Neither television nor radio contributed to customer satisfaction.  As sources of project communication, neighbors and friends had a strong but negative effect on customer satisfaction.
KW  - Communication
KW  - Construction bulletins
KW  - Customer satisfaction
KW  - Driver information systems
KW  - Electronic mail
KW  - Newspapers
KW  - Radio
KW  - Signs
KW  - Television
KW  - Websites (Information retrieval)
KW  - Work zone safety
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ560.pdf
UR  - https://trid.trb.org/view/703266
ER  - 

TY  - RPRT
AN  - 00977171
AU  - Schreffler, E N
AU  - ESTC (Eric Schreffler, Transportation Consultant)
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ALTERNATIVE MODES AS AN AIR QUALITY MITIGATION STRATEGY
PY  - 2004/06
SP  - 66 p.
AB  - Many states, regions, localities and private entities promote the use of alternatives to single occupant automobile travel. Of interest to this research, many regions and states use the promotion of alternative modes as an air quality strategy.  This report focuses on alternative modes (carpool, vanpool, transit, telework, etc.) and the incentives/information to induce their use, often called Transportation Demand Management (TDM) programs.  This research is intended to highlight the most cost effective alternative mode strategies and suggest an appropriate role for state departments of transportation (DOTs).  The report presents findings from two key research elements:  a literature review of relevant research on alternative mode strategy effectiveness and a summary of a survey of state DOTs and other agencies to access the state of the practice in alternative mode promotion, funding, evaluation, etc.
KW  - Air quality management
KW  - Carpools
KW  - Cost effectiveness
KW  - Incentives
KW  - Literature reviews
KW  - Public transit
KW  - State departments of transportation
KW  - State of the practice
KW  - Strategic planning
KW  - Surveys
KW  - Telecommuting
KW  - Transportation modes
KW  - Travel demand management
KW  - Vanpools
UR  - http://ntl.bts.gov/lib/24000/24800/24853/AZ566.pdf
UR  - https://trid.trb.org/view/703244
ER  - 

TY  - RPRT
AN  - 00977138
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
TI  - PREFABRICATED BRIDGES 2004: GOOD BUSINESS--BEST PRACTICE
PY  - 2004/06
SP  - 16 p.
AB  - This brochure, a companion publication to the 2002 "Prefabricated Bridges:  Get In, Get Out, Stay Out," highlights best-practice applications of bridge prefabrication across the United States.  The following examples of best practice are presented:  Totally prefabricated bridges in Florida, Colorado, California, and Alaska; Bridges with totally prefabricated superstructures in Connecticut, Vermont, Illinois, and Louisiana; Bridges with prefabricated superstructure full-depth decks in Virginia, Washington, and Maryland; and a bridge with prefabricated substructure caps in Texas.
KW  - Best practices
KW  - Brochures
KW  - Photographs
KW  - Prefabricated bridges
KW  - United States
UR  - https://trid.trb.org/view/703212
ER  - 

TY  - RPRT
AN  - 00977135
AU  - Hackbart, M
AU  - Sapp, S P
AU  - Hur, Y
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - DEBT CAPACITY AND DEBT LIMITS: A STATE ROAD FUND PERSPECTIVE
PY  - 2004/06
SP  - 49 p.
AB  - State governments are facing major transportation infrastructure financing challenges as highway or Road Fund revenue growth has slowed and resistance to tax increases has strengthened.  As a result, state transportation officials have turned to other financing methods to maintain momentum in meeting highway construction and maintenance needs.  Among the financing methods being considered is the expansion of bond or debt financing. Changes in federal legislation that permits states to "pre-obligate" future federal funds, among other considerations, has made debt financing an attractive alternative for the states.  As states consider the expanded use of this financing strategy, several financial management questions arise including the appropriate role of debt financing, debt capacity and whether to establish limits on their use of debt financing. Unfortunately, limited research has been carried out to address these issues as the state debt financing literature has focused on state General Fund debt management issues.  This study focused on the debt management issues associated with the use of state highway or Road Fund revenues as the source of debt service support for new bond issues.  Among the issues assessed (through a national survey) were whether states have developed separate debt policies or limits for highway or Road Funds, the ratios of debt service payments to total state Road Fund revenues and other debt management issues.  The study results suggest that the states have begun to focus on these issues and are actively setting and managing debt policies for their Road Funds and are including debt financing as part of their overall state highway financing strategies.
KW  - Bonds
KW  - Construction and maintenance
KW  - Debt
KW  - Financing
KW  - Infrastructure
KW  - State government
KW  - Transportation
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_16_TA_5_03_1F.pdf
UR  - https://trid.trb.org/view/703208
ER  - 

TY  - RPRT
AN  - 00977107
AU  - Wienrank, C J
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - DEMONSTRATING THE USE OF PERFORMANCE-BASED WARRANTIES ON HIGHWAY CONSTRUCTION PROJECTS IN ILLINOIS
PY  - 2004/06
SP  - 54 p.
AB  - State legislation was passed in Illinois in 1999 that required the use of performance-based warranties on at least 20 highway construction contracts arising out of the Illinois Department of Transportation's (IDOT's) 5-year project program for fiscal years 2000 through 2004.  The warranty period was required to be at least 5 years, and 10 of the contracts had to be designed for a 30-year life cycle.  Warranty specifications were developed for concrete pavements, bituminous (asphalt) pavements, and bituminous overlays.  Detailed performance requirements and corrective actions for pavements in non-compliance were given in the specifications.  The warranty specifications were included on 27 construction projects in FY 2000-2004, and 19 of the projects were designed for a 30-year life cycle.  Included in the report are results of a brief survey conducted with the resident engineers on warranty construction projects.  Over half of the projects were still under construction at the time of the report.  Therefore, few conclusions can be made as to the effectiveness of the warranty specifications.  The projects will be monitored, and further analyses will be made in the future to determine whether the specifications should be used on future IDOT projects.
KW  - Bituminous overlays
KW  - Bituminous pavements
KW  - Concrete pavements
KW  - Illinois
KW  - Life cycle costing
KW  - Monitoring
KW  - Performance based specifications
KW  - Road construction
KW  - State laws
KW  - Warranty
UR  - http://ntl.bts.gov/lib/24000/24800/24800/PRR_No146.pdf
UR  - https://trid.trb.org/view/703184
ER  - 

TY  - RPRT
AN  - 00977096
AU  - LEE, S-K
AU  - Krauss, P D
AU  - Wiss, Janney, Elstner Associates, Incorporated
AU  - Federal Highway Administration
TI  - LONG-TERM PERFORMANCE OF EPOXY-COATED REINFORCING STEEL IN HEAVY SALT-CONTAMINATED CONCRETE
PY  - 2004/06
SP  - 130 p.
AB  - This report describes long-term natural weathering exposure testing of the remaining 31 post-Southern Exposure (SE) test slabs that were not autopsied during the 1993-1998 Federal Highway Administration (FHWA) research project.  The samples were exposed from September 1998 to December 2002 at an outdoor test yard in Northbrook, Illinois.  The 1993-1998 research program involved testing more than 52 different bar materials and, consequently, 12 different bar types were selected for long-term durability tests in concrete exposed to the very aggressive SE test, which involved alternating wetting with 15 weight percent NaCl solution and drying cycles for 96 weeks.  Periodic macrocell corrosion current between top and bottom mats and short-circuit potential data were collected during the exposure test program. Upon termination of the test program autopsy and subsequent laboratory analysis was performed on the test slabs.  The test results confirmed that the black bars produced the highest mean macrocell current density (least corrosion resistant) among various combinations of test variables regardless of slab configuration, and that the stainless steel bars exhibited negligible mean macrocell current density.  In general, bent epoxy-coated reinforcing bar (ECR) in the top mat, coupled with black bars in the bottom mat, performed the worst among all ECR cases.  The straight top-mat ECRs' macrocell current density varied from 7 to 40% of the highest black bar case, depending on the size of initial coating damage and type of bar in the bottom mat.  ECR used in the top mat alone reduced the corrosion susceptibility to at least 50% of the black bar case, even when it contained coating damage and was connected to the black bar bottom mat.  In contrast, if straight ECRs in the top mat were connected to ECRs in the bottom mat, the mean macrocell current density was no greater than 2% of the highest black bar case even when rebar coatings had defects, and approached the corrosion resistant level of stainless steel reinforcement.  Such improved corrosion resistance can be attributed to reduction in cathodic area, higher electrical resistance, and reduced cathodic reaction.  Whenever an ECR slab with negligible macrocell current density was autopsied, the appearance of the extracted ECR and concrete/bar interface was excellent with no sign of corrosion. However, when ECR specimens with high macrocell current densities were autopsied, they revealed coating deterioration due to corrosion and exhibited numerous hairline cracks and/or blisters in conjunction with reduced adhesion, coating disbondment (permanent adhesion loss), and underlying steel corrosion.  No consistent trend was found between the level of macrocell current density and the extent of coating adhesion loss.  The present test results and the earlier FHWA studies indicate that adhesion appeared to be a poor indicator of long-term performance of the coated bars in chloride contaminated concrete.  It is concluded that there is no direct relationship between loss of adhesion and the effectiveness of ECR to mitigate corrosion.
KW  - Adhesion
KW  - Corrosion
KW  - Corrosion resistance
KW  - Durability tests
KW  - Epoxy coatings
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Sodium chloride
KW  - Stainless steel
KW  - Weathering
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04090/index.cfm
UR  - https://trid.trb.org/view/703175
ER  - 

TY  - RPRT
AN  - 00976003
AU  - Khan, S
AU  - Kundu, R
AU  - University of Colorado, Denver
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - USING RTD'S TRANSIT VEHICLES TO DEVELOP FREEWAY SPEED MAPS FOR COLORADO
PY  - 2004/06
SP  - 132 p.
AB  - The objective of this research was to develop an algorithm to estimate traffic speed for freeway sections in real-time, as part of a traveler information system.  The location data for Regional Transportation District (RTD) buses were collected for several months to develop and test an algorithm to estimate traffic speed.  The plan is to provide travelers traffic speed information, updated every few minutes, for freeway sections. Typically, this type of reporting is based on the data collected by fixed sensors such as detectors, video cameras and other sensors located on the freeway.  However, the Colorado Department of Transportation (CDOT) is unable to report traffic information for freeway sections without such infrastructure in place.  On the other hand, RTD buses traversing these same sections are equipped with Global Positioning System (GPS) receivers, the data from which can be utilized in estimating traffic speed.  As part of this project, a statistical model to estimate traffic speed from bus speed, geometric characteristics of freeway and weather conditions was developed.  The model was developed and tested based on data collected for a 13-mile section of the I-25 freeway.  The model's performance was further examined based on data collected for an 11-mile section of the I-225 freeway.
KW  - Algorithms
KW  - Colorado
KW  - Freeways
KW  - Global Positioning System
KW  - Mathematical models
KW  - Real time information
KW  - Traffic speed
KW  - Transit buses
KW  - Traveler information and communication systems
UR  - http://www.dot.state.co.us/Publications/PDFFiles/freewayspeedmaps.pdf
UR  - https://trid.trb.org/view/702769
ER  - 

TY  - RPRT
AN  - 00976002
AU  - Outcalt, W
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - CABLE GUARDRAIL
PY  - 2004/06
SP  - 20 p.
AB  - In areas with a snow drifting problem, guardrails can act like snow fences and cause snow to drift across the highway.  Cable guardrail systems that greatly reduce the problem have been used extensively in Scandinavia, Australia, and New Zealand with considerable success.  Tensioned cable guardrail, which recently received National Cooperative Highway Research Program (NCHRP) Report 350 approval and has NCHRP Report 350 certified end treatments, could be very useful in Colorado.  Deflection, when the guardrail is struck by a vehicle, is limited.  The systems are bidirectional, making them useful in narrow areas, both on shoulders and in highway medians.  Maintenance is very simple, fast, and inexpensive.  This study is monitoring the performance of cable guardrail installed in Colorado.  The three-year study will gather accident, maintenance, and repair data from sites and build databases to evaluate the data.  Severity of damage to the system when it is hit, including costs and time needed to make repairs will be recorded.  Information from accident reports will be included to determine the extent of damage to the impacting vehicles and information on injuries to drivers and passengers.
KW  - Cable guardrails
KW  - Cables
KW  - Colorado
KW  - Costs
KW  - Crash reports
KW  - Data collection
KW  - Deflection
KW  - Guardrails
KW  - Injuries
KW  - Loss and damage
KW  - Maintenance
KW  - Monitoring
KW  - National Cooperative Highway Research Program
KW  - NCHRP Report 350
KW  - Performance
KW  - Repairing
UR  - http://www.dot.state.co.us/Publications/PDFFiles/cableguardrail.pdf
UR  - https://trid.trb.org/view/702768
ER  - 

TY  - RPRT
AN  - 00975999
AU  - Knapp, K K
AU  - Yi, Xin
AU  - Oakasa, T
AU  - Thimm, W
AU  - Hudson, E
AU  - Rathmann, C
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - DEER-VEHICLE CRASH COUNTERMEASURE TOOLBOX: A DECISION AND CHOICE RESOURCE
PY  - 2004/06
SP  - 263 p.
AB  - In July 2001 the Deer-Vehicle Crash Information Clearinghouse (DVCIC) was created by the Wisconsin Department of Transportation.  During the last two years an extensive review of deer-vehicle crash (DVC) countermeasure documentation has been completed.  This toolbox contains what is believed to be the most detailed summary and evaluation of DVC countermeasure information.  Three levels of discussion are provided that focus on the current state-of-the-knowledge related to 16 potential DVC countermeasures.  Specific findings and conclusions for each countermeasure are discussed in Chapter 2 and summarized in the Executive Summary.  Each of the summaries in Chapter 2 can be acquired from the DVCIC webpage:  www.deercrash.com.  More broad-based conclusions and recommendations are provided in Chapter 3.  It was generally concluded that it is difficult to define the magnitude of the DVC problem in the United States, and that the collection of roadside deer carcass locations may provide a more accurate measure of the problem.  The 16 countermeasures are grouped into five categories based on their apparent use and how much they had been studied.  It was not considered appropriate, given the current limited state-of-the-knowledge and lack of definitive studies, to group the countermeasures by their apparent DVC reduction capabilities.  The majority of the potential countermeasures are used in the field, but the safety impacts of few have been evaluated rigorously.  Only studies of properly installed/maintained exclusionary fencing and wildlife crossing installations have consistently shown DVC reductions.  The DVC reduction capabilities of the other 14 countermeasures appear to still be in question.  Different types of evaluations are recommended for each of the five categories defined.  It is also recommended that a national or regional DVC database be created and that the value of a similar database of roadside carcass locations be evaluated.  It is proposed that all DVC countermeasure installations and evaluations be completed by a team of transportation safety and ecology professionals.  A national or regional DVC or large ungulate-vehicle crash safety research center should also be created to fund/promote appropriately designed research in the DVC area.
KW  - Countermeasures
KW  - Crashes
KW  - Databases
KW  - Deer
KW  - Ecology
KW  - Fences
KW  - Highway safety
KW  - Location
KW  - Road kill
KW  - State of the art
KW  - Wildlife crossings
UR  - http://www.deercrash.org/toolbox/finalreport.pdf
UR  - https://trid.trb.org/view/702767
ER  - 

TY  - RPRT
AN  - 00975998
AU  - Wener, R E
AU  - Evans, G W
AU  - University Transportation Research Center
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - THE IMPACT OF MODE AND MODE TRANSFER ON COMMUTER STRESS: THE MONTCLAIR CONNECTION
PY  - 2004/06
SP  - 79 p.
AB  - This study was a natural experiment of the effects of a major improvement to the infrastructure of a commuter rail line on commuter stress.  The study used a multi-method approach and both cross-sectional and longitudinal data were collected by using a pre-test/post-test design, including both within and between group comparisons.  On psychophysiological, self-report, well being, and job strain measures those using the new service show reduced stress in the post-change period, while those staying with the previous service did not.  Predictability and trip effort did not mediate these effects.  Commuters who switched to the new train service experienced reduced level of job strain after the implementation of the line.  The authors also found gender differences on the motivation score (proofreading) and job strain scale for women who had children at home.
KW  - Before and after studies
KW  - Commuters
KW  - Commuting
KW  - Data collection
KW  - Gender
KW  - Improvements
KW  - Infrastructure
KW  - New Jersey Transit
KW  - Physiological aspects
KW  - Psychological aspects
KW  - Railroad commuter service
KW  - Stress (Psychology)
UR  - http://ntl.bts.gov/lib/24000/24700/24740/Impact_Mode_Transfer_Commuter_Stress.pdf
UR  - https://trid.trb.org/view/702766
ER  - 

TY  - RPRT
AN  - 00975975
AU  - Turner, P
AU  - Hagelin, C
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - FLORIDA MOTORCYCLE HELMET USE OBSERVATIONAL SURVEY AND TREND ANALYSIS
PY  - 2004/06
SP  - 160 p.
AB  - This report presents the results of a study to analyze motorcycling trends in Florida.  Effective July 1, 2000, Florida motorcyclists over 21 years of age could legally ride helmet-less providing they carry at least $10,000 in insurance to cover medical costs incurred as a result of a crash.  The goals of the study were to:  1) conduct a statewide motorcycle helmet use observational survey; 2) compile national and Florida data related to vehicle miles of travel (VMT), motorcycle registrations, crashes, injuries, fatalities, helmet use, insurance, and helmet and bike sales to examine emerging trends; 3) examine changes in crashes, injuries and helmet use before and after the Florida helmet law change; 4) compile Florida trauma center data and examine trends related to injury severity and helmet use, and subsequent hospital charges for treating crash-involved motorcyclists before and after the motorcycle helmet law change; and 5) examine enforcement and compliance issues relating to the insurance and helmet use requirements of the motorcycle helmet law among Florida law enforcement agencies.  In 2002, Florida's observed helmet use rate was 52.7% compared to 99.5% in 1998.  Observed novelty helmet use dropped from 40.2% in 1998 to 5.7% in 2002.  Motorcycle registrations and motorcycle VMT in Florida increased after the motorcycle helmet law change.  Motorcycle crashes, as well as the total number of injury and fatal crashes, increased from the period before the helmet law change to the period following the helmet law change, with the largest percent increase seen in fatal crashes.  Crash rates and injury rates per registered motorcycle and per VMT declined with the exception of fatal crash rates. Findings show that average hospital costs to treat all types of injuries for both helmeted and non-helmeted motorcycle crash patients often exceed the $10,000 insurance requirement.  Major challenges to enforcing the helmet law were not being able to verify the amount of insurance coverage and not being able to verify the validity of insurance according to a survey of Florida law enforcement agencies.
KW  - Before and after studies
KW  - Compliance
KW  - Fatalities
KW  - Florida
KW  - Injuries
KW  - Injury severity
KW  - Insurance
KW  - Law enforcement
KW  - Laws
KW  - Medical costs
KW  - Motorcycle crashes
KW  - Motorcycle helmets
KW  - Motorcycles
KW  - Registrations
KW  - Surveys
KW  - Trend (Statistics)
KW  - Utilization
KW  - Vehicle miles of travel
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SF/FDOT_BC353_36rpt.pdf
UR  - https://trid.trb.org/view/702745
ER  - 

TY  - RPRT
AN  - 00975958
AU  - Roosevelt, D S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - A BRIDGE DECK ANTI-ICING SYSTEM IN VIRGINIA: LESSONS LEARNED FROM A PILOT STUDY
PY  - 2004/06
SP  - 31 p.
AB  - The need for this project originated with Virginia Department of Transportation's (VDOT's) plans to widen and replace a number of bridges along Route I-95.  Many of the bridge decks in the new facilities will be in the shade, which will increase the probability that maintenance crews will have to respond to icy conditions.  Various anti-icing technologies have shown promise, but most still require personnel to travel to the site of icing problems to treat them.  Fixed automatic spray technology (FAST) is an exception.  FAST is the application of a liquid chemical freezing-point depressant using an in-place, mechanical, spray system.  The purpose of this study was to evaluate the automatic anti-icing spray technology for bridge decks and become familiar with the construction, maintenance, and operations issues involved with such systems.  The study evaluates a number of design options for delivery of a liquid chemical to the deck to determine the effectiveness of the options.  For the purposes of this report, effectiveness is defined in terms of timeliness of operation, appropriateness of response, achievement of desired results, and a benefit-cost ratio greater than 1.  The report recommends that VDOT consider FAST an option for initial delivery of deicing chemicals to road and bridge travel lanes and develop criteria for prioritizing FAST installations that consider savings for reduced accidents and congestion. Recommendations are also made for nozzle and surface sensor design and location based on lessons learned from the pilot project.
KW  - Anti-icing
KW  - Automation
KW  - Benefit cost analysis
KW  - Bridge decks
KW  - Construction and maintenance
KW  - Cost effectiveness
KW  - Deicing
KW  - Design
KW  - Fixed automated spray technology
KW  - Location
KW  - Nozzles
KW  - Operations
KW  - Pilot studies
KW  - Recommendations
KW  - Sensors
KW  - Snow and ice control
KW  - Technological innovations
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r26.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37190/04-r26.pdf
UR  - https://trid.trb.org/view/702736
ER  - 

TY  - RPRT
AN  - 00975949
AU  - Perry, E B
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - INTEGRATION, STATUS AND POTENTIAL OF ENVIRONMENTAL JUSTICE AND THE SOCIAL IMPACT ASSESSMENT PROCESS IN TRANSPORTATION DEVELOPMENT IN MISSOURI
PY  - 2004/06
SP  - 306 p.
AB  - This research examines the Social Impact Assessment Process at the Missouri Department of Transportation (MoDOT) as directed by the National Environmental Policy Act (NEPA).  The analysis includes an examination of the influences of the more recent directives provided by Community Impact Assessment and Environmental Justice within the Social Impact Assessment and NEPA processes.  Four case studies are used to assess the influence of human-dimension impacts in transportation development.  The case studies include the organizational setting and development of an environmental emphasis in the MoDOT, the process of environmental clearance that includes human-dimension impacts, the influence of Environmental Justice and Community Impact Assessment, and the industry guidance, trends and policies created to address Environmental Justice. Findings of this research indicate that the Social Impact Assessment process is under-utilized in transportation development but holds great potential for opening the environmental and transportation decision-making process to greater influence on the part of citizens.  Constraints to increased effectiveness of the Social Impact Assessment Process include the organizational setting in DOTs, the original NEPA guidance, the lack of personnel with social science backgrounds at DOTs, the budgetary constraints on staffing facing these organizations, and the lack of external agency influence over the Social Impact Assessment Process.  The Social Impact Assessment Process is likely to increase in relevance for DOTs based on the Federal Highway Administration's emphasis on human-dimension impacts and potential legal challenges regarding Community Impacts and Environmental Justice.  Increased consideration of the human-dimension issues surrounding the transportation development process can benefit citizens and communities by ensuring transportation facilities enhance rather than degrade the social and economic setting of neighborhoods and communities.  DOTs are also likely to benefit from greater consideration of human-dimension impacts through increased citizen consent for projects and decreased environmental clearance delays.
KW  - Case studies
KW  - Communities
KW  - Constraints
KW  - Decision making
KW  - Environmental justice
KW  - Missouri
KW  - National Environmental Policy Act of 1969
KW  - Public participation
KW  - Social impact assessment process
KW  - Social impacts
KW  - State departments of transportation
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/24000/24900/24925/RDT04020.pdf
UR  - https://trid.trb.org/view/702727
ER  - 

TY  - RPRT
AN  - 00975943
AU  - Green, E R
AU  - Agent, K R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - EVALUATION OF THE ACCURACY OF GPS AS A METHOD OF LOCATING TRAFFIC COLLISIONS
PY  - 2004/06
SP  - 67 p.
AB  - The objectives of this study were to determine the accuracy of Global Positioning System (GPS) units as a traffic crash location tool, evaluate the accuracy of the location data obtained using the GPS units, and determine the largest sources of any errors found.  The analysis showed that the currently used GPS unit is capable of obtaining accurate latitude and longitude data at a crash site that would allow the site to be properly located.  However, substantial differences were found between the location of some crashes as identified with the GPS and milepoint (CRMP) data.  Of a sample of 100 random crashes, 55% were found to have an accurate GPS reading and 58% were found to have an accurate CRMP location.  There was a large range in the difference between the GPS and CRMP data by county and police agency.  This shows both the accuracy that can be obtained with proper training and use as well as the lack of proper training and/or use of the GPS units at some jurisdictions.  The source of errors found for the GPS data was related to the operator rather than the equipment or environment.  The actions necessary to significantly improve the accuracy of the GPS data are manageable and relate to training, proper use of the GPS unit, care when placing the GPS data onto the crash report, and a minor modification to the crash report. The source of errors related to the CRMP data primarily dealt with improper interpretation of the milepoint log, inaccurate use of the available mileposts and lack of knowledge of current data available.  A few edits of the crash data could be used which would significantly improve the accuracy of both the GPS and CRMP data.  Recommendations were made to improve the accuracy of both GPS and CRMP data.  These included additions to the GPS procedure pamphlet, a minor modification to the crash report, additional training in the use of the GPS unit, providing up-to-date milepoint logbooks, and using an edit which checks the accuracy of the GPS and CRMP data.
KW  - Accuracy
KW  - Crash locations
KW  - Crash reports
KW  - Data collection
KW  - Errors
KW  - Global Positioning System
KW  - Human error
KW  - Mileposts
KW  - Police
KW  - Traffic crashes
KW  - Training
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_08_SPR_276_04_1F.pdf
UR  - https://trid.trb.org/view/702721
ER  - 

TY  - RPRT
AN  - 00975942
AU  - Stamatiadis, N
AU  - Kala, T
AU  - Clayton, A
AU  - Agent, K
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - U-TURNS AT SIGNALIZED INTERSECTIONS
PY  - 2004/06
SP  - 33 p.
AB  - The objectives of the study were to examine the safety consequences from the installation of U-turns at signalized intersections in Kentucky and to develop a set of guidelines for using this alternative in the future.  The literature review indicated that the use of U-turns is very effective in reducing delays as well as crash rates.  The most efficient configuration is that of stop-controlled median U-turns.  An analysis of the crash data shows that the U-turn design in the Kentucky locations did not result in a large number of crashes involving U-turning vehicles.  Also, at the Somerset location where the design eliminated median crossovers between intersections, there was a decrease in total crashes.  Potential factors that could affect the implementation of U-turns at intersections were examined.  Using delay time as a measure of effectiveness, it was concluded that the presence of the U-turn enhances the operation of the corridor, most likely due to the more efficient processing of vehicles at the downstream intersection.  The study recommends that U-turns should be considered for corridors with peak volumes greater than 1,500 vph or for cases where the expected total turn volume is greater than 20% of the total approach volume.
KW  - Crash rates
KW  - Guidelines
KW  - Highway capacity
KW  - Kentucky
KW  - Literature reviews
KW  - Signalized intersections
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic safety
KW  - U turns
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_12_SPR_258_03_3F.pdf
UR  - https://trid.trb.org/view/702720
ER  - 

TY  - RPRT
AN  - 00975844
AU  - Hallenbeck, P K
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF OIL REBATE EXPENDITURES UNDERTAKEN IN ASSOCIATION WITH THE FREEWAY AND ARTERIAL MANAGEMENT EFFORT (FAME)
PY  - 2004/06
SP  - 40 p.
AB  - Oil Rebate funds have allowed the Freeway and Arterial Management Effort (FAME) to spearhead technological breakthroughs in communication that both decrease the duration of congestion and allow travelers to avoid the congestion as it occurs, thus decreasing energy used for travel and pollutants generated by travel.  Oil Rebate funds have allowed FAME to perform a number of groundbreaking studies that have improved the state's ability to control and manage traffic.  Further, the $1.4 million in Oil Rebate funding for FAME has been used to leverage or match almost $7.7 million from other funding sources.  The majority of the 23 projects that have been partially or wholly funded by Oil Rebate monies have been very successful; meanwhile, projects with unsatisfactory outcomes were frequently terminated before completion, and rebate monies were re-allocated to other, more promising opportunities.  The use of Oil Rebate funding has decreased the risks associated with investigating non-traditional approaches to traffic flow improvements, and allowed the Washington State Department of Transportation to begin quantifying benefits that could be gained from new approaches to dealing with congestion problems.
KW  - Energy conservation
KW  - Financing
KW  - Oil rebate
KW  - Pollution control
KW  - Research
KW  - Traffic congestion
KW  - Traffic control
KW  - Traffic mitigation
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/583.1.pdf
UR  - https://trid.trb.org/view/702627
ER  - 

TY  - RPRT
AN  - 00974986
AU  - Nee, J
AU  - Ishimaru, J
AU  - Hallenbeck, M E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - HOV LANE PERFORMANCE MONITORING: 2002 REPORT - VOLUME 1
PY  - 2004/06
SP  - 160 p.
AB  - High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ride sharers and motorcyclists that meet the occupancy requirement.  By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time, and experiencing greater time reliability in comparison to motorists on general purpose (GP) lanes.  To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, and to examine the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes.  HOV lane violation rates are also evaluated.  This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2002.  It presents an analysis of data collected to describe the number of people and vehicles that use HOV lanes, the reliability of the HOV lanes, the travel time savings in comparison to GP lanes, violation rates and public perceptions.  This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area, and in planning for other HOV facilities.  This is volume 1 of a two-volume set.  Volume 2 provides an overview of major trends in HOV lane performance by comparing data presented in the 2000 HOV Performance Report.
KW  - Decision making
KW  - High occupancy vehicle lanes
KW  - Monitoring
KW  - Performance
KW  - Public opinion
KW  - Puget Sound Region
KW  - Traffic violations
KW  - Transportation planning
KW  - Travel time
KW  - Utilization
UR  - http://depts.washington.edu/trac/bulkdisk/pdf/584.2.pdf
UR  - https://trid.trb.org/view/698316
ER  - 

TY  - RPRT
AN  - 00974979
AU  - Ozyildirim, C
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF CONTINUOUSLY REINFORCED HYDRAULIC CEMENT CONCRETE PAVEMENT AT VIRGINIA'S SMART ROAD
PY  - 2004/06
SP  - 17 p.
AB  - A two-lane continuously reinforced concrete pavement (CRCP) was built in Blacksburg, Virginia, as a part of Virginia's Smart Road.  One of the lanes is 12 ft wide, and the other is 14 ft wide.  The additional 2 ft was part of the shoulder.  Below the concrete pavement is a 3-in.-thick open-graded drainage layer (OGDL); one section is asphalt stabilized, and the other section is cement stabilized.  The concrete pavement was cured by a curing compound except that the 12-ft lane was also covered with plastic and straw because of concerns with cold ambient temperature.  The objective of this project was to determine the material properties of the concrete, instrument the pavement, monitor construction practices, and monitor the performance of the pavement over 4 years.  The concrete had high early strength, low permeability, and high shrinkage.  The average crack spacing was more than 3 ft, indicating satisfactory performance.  In general, cracks were wider when they were further apart, but the differences in crack spacing and width were variable and small in some cases and could not be correlated after 4 years.  The end sections had less cracking than the interior sections of the pavement.  There were fewer cracks and more space between cracks in the 12-ft lane and fewer cracks in the pavement over the asphalt-stabilized OGDL.  This was attributed to a better cure in the 12-ft lane and to a lower friction over the asphalt-stabilized base.  No changes to the specifications were recommended as a result of the study findings.
KW  - Blacksburg (Virginia)
KW  - Compressive strength
KW  - Concrete curing
KW  - Continuously reinforced concrete pavements
KW  - Cracking
KW  - Hydraulic cement
KW  - Open graded aggregates
KW  - Permeability
KW  - Shrinkage
KW  - Spacing
KW  - Width
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r22.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37188/04-r22.pdf
UR  - https://trid.trb.org/view/698309
ER  - 

TY  - CONF
AN  - 00974934
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kramer, J
AU  - Transportation Research Board
TI  - NATIONAL METROPOLITAN PLANNING ORGANIZATION PEER EXCHANGE, PROCEEDINGS, DUCK KEY, FLORIDA, MAY 20-21, 2003
PY  - 2004/06
IS  - E-C066
SP  - 13 p.
AB  - A national Metropolitan Planning Organization (MPO) Peer Exchange was held during the Transportation Research Board (TRB) Statewide Planning Conference in Duck Key, Florida, May 20-21, 2003.  The theme was "Getting to Consensus:  How Do MPOs Make Effective Transportation Planning and Programming Decisions?" The purpose of the peer exchange was to facilitate an open exchange of information on experiences, concerns, and opportunities pertaining to the MPO decision-making process, specifically the "big picture" decision-making process.  An additional purpose was to identify information related to MPO decision making that warrants widespread dissemination of best practices and other guidance to the national MPO community and of subject areas that require further research and discussion. The primary product of the peer exchange is this proceedings, which includes (1) identification of near-term research topics and needs; (2) identification of short-term needs for the Transportation Planning Capacity Building Program; and (3) identification of long-term research topics for the TRB Committee on Metropolitan Policy, Planning, and Processes.
U1  - National Metropolitan Planning Organization Peer ExchangeTransportation Research Board Committee on Metropolitan Policy, Planning, and Processes; and Federal Highway Administration.Duck Key, Florida StartDate:20030520 EndDate:20030521 Sponsors:Transportation Research Board Committee on Metropolitan Policy, Planning, and Processes; and Federal Highway Administration.
KW  - Best practices
KW  - Decision making
KW  - Information dissemination
KW  - Metropolitan planning organizations
KW  - Peer exchange
KW  - Programming (Planning)
KW  - Research
KW  - Transportation planning
UR  - http://www.trb.org/Publications/Blurbs/154841.aspx
UR  - https://trid.trb.org/view/702063
ER  - 

TY  - CONF
AN  - 00974870
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - BURTWELL, M
AU  - Transportation Research Board
TI  - ASSESSMENT OF SAFECOTE: NEW DEICER PRODUCT
PY  - 2004/06
IS  - E-C063
SP  - p. 529-540
AB  - SafeCote Ltd, a company based in the United Kingdom, introduced a new deicer product based on extensive experience of its application in the United States and with the potential to help reduce chemical contamination of the environment.  In 2000, Transportation Research Laboratory (TRL) Limited was commissioned to investigate the effect of this deicer product, when used in precautionary salting, as an additive or prewetting agent for salt products.  As a prewetting agent to salt, the primary aims are to reduce the chloride component of the treatment in order to mitigate against the damaging effects of salt to the environment and to reduce the level of damage that occurs to both concrete and steel when chloride-based deicers are used for winter maintenance.  The study was carried out in two phases and various properties of Safecote were evaluated. Phase 1 investigated the following:  Freeze/thaw damage to concrete; Skid resistance and binder stripping of asphalt surfacing; Corrosion of steel and aluminum coupons; and Environmental impact.  Phase 2 examined the following:  Freezing point temperature depression; Environmental assessment of highway runoff and leaching; Skid resistance of asphalt surfacings; Application and spreading characteristics; and Ice melt, ice penetration, and ice undercutting.  This paper summarizes the findings from both phases of the study.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Corrosion protection
KW  - Deicing chemicals
KW  - Depressions (Indentations)
KW  - Environmental impacts
KW  - Evaluation and assessment
KW  - Freeze thaw tests
KW  - Leaching
KW  - New products
KW  - Prewetting
KW  - Runoff
KW  - Skid resistance tests
KW  - Snow and ice control
KW  - Spreading
KW  - Stripping (Pavements)
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702045
ER  - 

TY  - CONF
AN  - 00974871
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Takeshi, T
AU  - Kobayashi, K
AU  - Meiarashi, S
AU  - Transportation Research Board
TI  - DEVELOPMENT AND EVALUATION OF NONCHLORIDE ANTIFREEZE ADMIXTURE
PY  - 2004/06
IS  - E-C063
SP  - p. 541-551
AB  - The Law for the Prevention of Spiked Tire Dust was announced in June 1990 to solve the problem of dust produced by spiked tires. The use of chloride antifreeze admixture for control of winter road surface in cold snowy regions has shown since then a tendency to increase year by year.  The percentage of total snow removal costs spent on antifreeze admixture spreading has been increasing steadily.  Currently the majority of antifreeze admixture used in Japan is a chloride type (calcium chloride, sodium chloride, etc.).  Concern with its effects on roadside environments and structures also has appeared.  This report presents the state of development of nonchloride antifreeze admixture that inflicts little salt damage.  It also reports on the results of laboratory evaluations of various compounds and on the results of field test spreading of antifreeze admixture. Simultaneous spreading of chloride antifreeze admixture (calcium chloride) and the nonchloride one (sodium acetate) was done.  The comparison of the effect was carried out by the skid friction coefficient and a questionnaire survey of operators driving snow graders and snow removal trucks.  Though the calcium chloride spreading section generally exceeded slightly the sodium acetate section, in a few cases the sodium acetate showed better results.  It is necessary to improve nonchloride antifreeze admixture and carry out research toward proposed spreading techniques.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Calcium chloride
KW  - Deicing chemicals
KW  - Environmental impacts
KW  - Field tests
KW  - Friction
KW  - Japan
KW  - Laboratory tests
KW  - Operators (Persons)
KW  - Questionnaires
KW  - Skid resistance
KW  - Snow and ice control
KW  - Snowplows
KW  - Sodium acetate
KW  - Sodium chloride
KW  - Spreading
KW  - State of the art studies
KW  - Surveys
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702046
ER  - 

TY  - CONF
AN  - 00974874
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - BURTWELL, M
AU  - Transportation Research Board
TI  - DEICING TRIALS ON UK ROADS: PERFORMANCE OF PREWETTED SALT SPREADING AND DRY SALT SPREADING
PY  - 2004/06
IS  - E-C063
SP  - p. 564-584
AB  - The UK Highways Agency and the National Salt Spreading Research Group (NSSRG) commissioned Transportation Research Laboratory (TRL) Limited to evaluate the applicability and costs of introducing prewetted salt on both the motorway and all-purpose trunk road network and local road network in England and to verify the claims made by users and salt suppliers about prewetted salting technologies.  The project work is in two stages:  (1) a report on the use and effectiveness of prewetted salt and the environmental issues, costs, benefits, and safety issues associated with the use of prewetted salt technologies and (2) design, implementation, monitoring, and reporting of comprehensive tests on the research track at TRL and on in-service motorways.  Performance trials and road trials have enabled direct comparisons to be made between dry salting techniques and prewetted salting techniques.  The rate at which undissolved salt grains enter into solution is being monitored together with the amount of salt reaching the target area, the optimum grain size of salt, the wastage to the roadside shoulder, and longitudinal snaking.  The trials and the results have enabled the efficiency of the two salt systems to be better understood for both symmetric and asymmetric spreading and the distribution of salt on the carriageway to be quantified for different spreaders and salts.  The results of these trials should provide the UK Highways Agency and NSSRG with evidence on which to base a decision concerning the use of prewetted salt on their road networks.  Further information from a cost-benefit analysis would enable an informed decision to be made as to whether a change to prewetted salt is justified in economic terms.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Benefit cost analysis
KW  - Benefits
KW  - Costs
KW  - Decision making
KW  - Deicing
KW  - Dry salt
KW  - Environmental impacts
KW  - Highway safety
KW  - Performance tests
KW  - Prewetted salt
KW  - Sodium chloride
KW  - Test tracks
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702049
ER  - 

TY  - CONF
AN  - 00974878
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Haehnel, R B
AU  - Liston, G
AU  - Transportation Research Board
TI  - GIS-BASED THREE-DIMENSIONAL SNOW DRIFT COMPUTER MODEL
PY  - 2004/06
IS  - E-C063
SP  - p. 625-635
AB  - The snowdrift transport model SnowTran-3D has been modified to work integrally with geographic information system (GIS) software.  This allows use of the model with standard GIS tools and layers enabling direct display and analysis of drifts on roads and other features of interest.  This is currently being developed as a planning tool for state and local departments of transportation and the U.S. Army for deployment of road maintenance equipment.  Additionally it can be used as a forecasting tool for the maintenance decision support system and can work in conjunction with real-time meteorological forecasting, to allow posting of 48-h forecasts of drift formation on roads.  Preliminary model validation data show that SnowTran-3D is capable of correctly predicting drift location and volume for drifts deposited in the lee of a road or berm.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Computer models
KW  - Decision support systems
KW  - Forecasting
KW  - Geographic information systems
KW  - Real time information
KW  - Snowdrifts
KW  - Three dimensional displays
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702053
ER  - 

TY  - CONF
AN  - 00974880
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Decker, R
AU  - Rice, R
AU  - Wells, L
AU  - Yount, J
AU  - Transportation Research Board
TI  - AVALANCHE HAZARD REDUCTION ON US-89/191 WITH SNOW SAILS
PY  - 2004/06
IS  - E-C063
SP  - p. 645-655
AB  - Snow sails are a form of passive avalanche-starting zone defense.  A deployment of snow sails will disrupt the snowpack in an avalanche-starting zone and inhibit the formation of coherent, continuous avalanche wind-slabs.  Snow sails were first constructed from on-hand materials and deployed in the European Alps in the late 1940s through the 1950s.  They were known in German as "kolktalfen," which translates literally as (airflow) eddy (generating) tables.  Snow sails are only applicable to certain specific avalanche environments, including sites where the dominant avalanche mechanism is through the formation of wind slabs.  The objective of the Milepost 151 avalanche project was to assess, test, and install an operational deployment of approximately 50 snow sails in the avalanche-starting zone as a means of cost-effectively reducing the avalanche hazard, due primarily to wind-slab avalanching, for motorists and Wyoming Department of Transportation maintainers on US-89/191.  The 151 avalanche is located adjacent to a populated residential area of Jackson, Wyoming, and is also a critical, managed big game winter habitat.  After 4 years of pilot-phase trials and technology demonstrations, a complement of 60 snow sails was fabricated, transported, and installed during the autumn of 2002.  The final sail design was similar to the initial trial design.  Helicopter-supported logistics were used to transport 50 of the preassembled snow sails, earth pin anchors, and cabling from the Jackson valley floor to the 151 avalanche site.  Unlike other forms of constructed, passive avalanche-starting zone defense facilities, snow sails may be removed annually in the spring and reinstalled in the autumn.  This minimizes their year-round visual impact.  The 151 avalanche snow-sail deployment has undergone a requisite U.S. Department of Agriculture Forest Service/National Environmental Policy Act Environmental Assessment.  The finding was one of no significant impact.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Avalanches
KW  - Evaluation and assessment
KW  - Field tests
KW  - Jackson (Wyoming)
KW  - Prevention
KW  - Snow sails
KW  - Wind slabs
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702055
ER  - 

TY  - CONF
AN  - 00974875
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Luker, C
AU  - Rokosh, B
AU  - Leggett, T
AU  - Transportation Research Board
TI  - LABORATORY MELTING PERFORMANCE COMPARISON: ROCK SALT WITH AND WITHOUT PREWETTING
PY  - 2004/06
IS  - E-C063
SP  - p. 585-601
AB  - Prewetting road salt with liquid deicing chemicals has been suggested as a way to improve the melting performance of the salt and potentially reduce the amount of salt required to clear a roadway.  Forensic Dynamics Inc. undertook this research to explore these possibilities.  A protocol for manufacturing repeatable compact snow and for trafficking this snow to simulate rolling tire compaction was developed following a literature review and experimentation.  ASTM Standard D632-83 rock salt was prewetted with a liquid deicing chemical and applied to compact snow.  The friction of a rubber tire on this sample was measured and provided friction versus time curves for dry rock salt and each of six prewetted salt mixtures.  Tests were conducted at 4, 8, and 12 gal of liquid chemical per ton of rock salt, and at -1 deg C, -5 deg C, and -10 deg C.  Three application rates were tested for most chemicals.  Prewetting salt slightly decreased its performance at -1 deg C and -5 deg C.  However, all of the prewetted mixtures were effective at -10 deg C, unlike the dry rock salt.  Melting was improved by increasing the ratio of liquid deicer to rock salt.  Some mixtures had considerable variation in melting performance with temperature, but others remained quite consistent.  Attempts to use reduced amounts of prewetted salts to achieve the same performance as a greater amount of dry rock salt gave unexpected results.  Specifically some mixtures performed better when less of them were applied at -1 deg C and -5 deg C.  No explanation for this was found.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Deicing chemicals
KW  - Halite
KW  - Laboratory tests
KW  - Literature reviews
KW  - Melting
KW  - Performance
KW  - Prewetting
KW  - Snow and ice control
KW  - Temperature
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702050
ER  - 

TY  - CONF
AN  - 00974877
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Hunt, C L
AU  - Mitchell, G F
AU  - Richardson, W
AU  - Transportation Research Board
TI  - FIELD PERSISTENCE OF ANTI-ICING SODIUM CHLORIDE RESIDUALS
PY  - 2004/06
IS  - E-C063
SP  - p. 609-622
AB  - Highway anti-icing programs strive to prevent the ice-pavement bond by preapplication of chemicals.  An effective anti-icing program must estimate the time-traffic decay of the chemical residual on the highway surface.  Sodium chloride solution (brine) is the most widely used chemical for anti-icing. Application rates for brine vary from state to state.  The Ohio Department of Transportation (DOT) generally applies 23% sodium chloride brine at the rate of 40 gal per lane mile.  An extensive study of brine residual decay over time and traffic was completed on portland cement concrete (PCC), Nova-Chip asphalt cement (NCAC), Micro-Seal asphalt cement (MSAC), and open-grade asphalt cement (OGAC) pavements.  During five sampling events in October and November 2002, brine residual, pavement temperature, traffic counts, and atmospheric conditions were monitored for up to 3 days after initial anti-icing on U.S. Routes 33, 23, and 50 in Ohio.  All test sites were delineated into four test stations that were located on level, tangent sections of four-lane divided highways within the driving lane. Ohio DOT units applied the brine from ten evenly spaced nozzles, producing brine lines longitudinally along the pavement surface. Samples of brine, obtained before application at each site, were consistently near 23% concentration.  Two field measurement procedures designated as diagonal and nozzle tests were developed.  The diagonal method allowed for a lane cross-section profile determination of salt residual over time.  The nozzle procedure provided residual decay over time of a given brine line.  Quality assurance and control were accomplished by obtaining duplicate and blank measurements at 25% and 5% frequency, respectively.  A Boschung Megatronic instrument model SOBO-20 that measured the surface pavement concentration of sodium chloride by conductivity was utilized in field and laboratory residual tests.  Laboratory tests on pavement specimens with various known brine concentrations provided SOBO adjustment factors for field data.  The pavement surface affected initial brine concentration from site to site with NCAC, PCC, and MSAC readings being the lowest, midrange, and highest, respectively.  Initial concentrations on OGAC were highly variable.  Decay occurred at nearly the same exponential rate for each pavement surface; however, decay rates for OGAC could not be determined because of data variability.  Time and traffic depleted residuals during nonprecipitation periods could not be differentiated.  NCAC was found to have negligible brine residual after about 10 h and 1,500 vehicles.  Residuals on PCC were depleted within 25 h and 7,500 vehicles.  MSAC provided the longest-lasting residual with a projected persistence to 750 h and 170,000 vehicles.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Asphalt concrete pavements
KW  - Brine residual decay
KW  - Brines
KW  - Concrete pavements
KW  - Field studies
KW  - Laboratory tests
KW  - Monitoring
KW  - Quality assurance
KW  - Quality control
KW  - Sodium chloride
KW  - Sodium chloride
KW  - Surface temperature
KW  - Traffic counts
KW  - Weather conditions
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702052
ER  - 

TY  - CONF
AN  - 00974879
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Matsuzawa, M
AU  - Ito, Y
AU  - Kajiya, Y
AU  - Fujiwara, S
AU  - Murakami, M
AU  - Transportation Research Board
TI  - DEVELOPMENT OF ADVANCED SNOWBREAK FENCES
PY  - 2004/06
IS  - E-C063
SP  - p. 636-644
AB  - The blower snow fence is equipped with lateral fins attached obliquely to the vertical support so as to redirect incident winds downward.  The redirected wind blows snow off of the road surface and secures visibility at the driver's sight level.  The blower snow fence is most effective when the wind strikes perpendicularly and is known to be less effective against oblique winds.  The authors are developing an improved blower snow fence that is effective in oblique winds.  The new structure features modified fins that incorporate wind-straightening vanes.  The improved structure can redirect oblique winds more effectively.  Wind tunnel model experiments were conducted with wind-straightening vanes of different heights and intervals.  The proposed blower snow fence proved about 10% more effective than the conventional blower snow fence.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Blower snow fences
KW  - Fins (Snow fences)
KW  - Snow fences
KW  - Snowdrifts
KW  - Visibility
KW  - Wind
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702054
ER  - 

TY  - CONF
AN  - 00974872
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kahl, S
AU  - Transportation Research Board
TI  - AGRICULTURAL BY-PRODUCTS FOR ANTI-ICING AND DEICING USE IN MICHIGAN: SUMMARY
PY  - 2004/06
IS  - E-C063
SP  - p. 552-554
AB  - This report combines evaluating anti-icing as a winter maintenance tool and the use of agricultural by-products (ABPs) for anti-icing.  Evaluation included application of ABPs on trial roadways, analysis of cost-effectiveness, ABP prewetting effect on salt usage, use of ABPs for anti-icing and deicing operations, and accident statistics review.  Because ABPs are supplied from different manufacturers they are subject to variability in composition, and therefore specifications for ABPs were developed.  This report summarizes the Michigan Department of Transportation anti-icing experience using ABPs during 1999-2002 winters in the southwest region.  The southwest region is located in southwest lower Michigan and typically experiences heavy lake-effect winter precipitation.  Several major routes pass through this region, namely Interstate 94 (I-94), I-69, U.S. Route 12 (US-12), US-31, and US-131.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Agricultural wastes
KW  - Anti-icing
KW  - Cost effectiveness
KW  - Deicing
KW  - Field tests
KW  - Michigan
KW  - Prewetting
KW  - Snow and ice control
KW  - Specifications
KW  - Statistics
KW  - Traffic crashes
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702047
ER  - 

TY  - CONF
AN  - 00974873
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Nixon, W A
AU  - Kochumman, G
AU  - Qiu, J
AU  - Qiu, L
AU  - Xiong, J
AU  - Transportation Research Board
TI  - ROLE OF PERFORMANCE SPECIFICATIONS IN DEVELOPING A QUALITY CONTROL SYSTEM FOR WINTER MAINTENANCE
PY  - 2004/06
IS  - E-C063
SP  - p. 555-563
AB  - Effective winter maintenance makes use of freezing point depressant chemicals to prevent the formation of the bond between snow and ice and the highway pavement.  In performing such winter maintenance, the selection of appropriate chemicals for the bond prevention task involves consideration of a number of factors, as indicated by Nixon and Williams.  The factors are, in essence, performance measurements of the chemical, and as such can be incorporated easily into a specification document to allow for selection of the best chemicals for a given agency to use in its winter maintenance activities.  Once performance measures for deicing or anti-icing chemicals have been specified, this allows the creation of a quality control program for the acceptance of those chemicals.  This paper presents a series of performance measurement tests for chemicals and discusses the role that they can play in such a quality control program.  Some tests are simple and rapid enough that they can be performed on every load of chemicals received, while for others a sampling technique must be used.  An appropriate sampling technique is presented in this paper.  Further, each test is categorized as to whether it should be applied to every load of chemicals or on a sampling basis.  However, applying quality control to the chemicals as received is only part of a much broader quality program.  This paper explores how the quality control of chemicals can be extended into a program that applies quality measures throughout winter maintenance activities.  Obviously, such an extension involves performance measures, and these issues also are considered.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Acceptance tests
KW  - Anti-icing
KW  - Deicing chemicals
KW  - Performance based specifications
KW  - Quality control
KW  - Sampling
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702048
ER  - 

TY  - CONF
AN  - 00974876
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Blomqvist, G
AU  - Gustafsson, M
AU  - Transportation Research Board
TI  - PATTERNS OF RESIDUAL SALT ON ROAD SURFACE: CASE STUDY
PY  - 2004/06
IS  - E-C063
SP  - p. 602-608
AB  - A field study was performed in order to investigate the patterns of residual salt on a road surface and the mechanisms involved in transporting the salt off the road into the roadside.  The residual salt was measured in nine segments across a road and repeated in 2- to 24-h intervals, depending on the road surface conditions.  The Swedish National Road and Transport Research Institute will implement the results in a winter maintenance management model under development.  The results showed clearly that the vehicles were important for redistribution of the salt from wheel paths.  A light snowfall increased the salt content in the roadway probably because of redistribution of salt from outside-the-road borderlines by passing vehicles because of increased wetness.  The amount of residual salt in the wheel paths could be modeled rather well with an exponential function so that the amount of salt was depending on the accumulated number of vehicles after each salting occasion.  A model constant was suggested to be related to the road surface conditions.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Case studies
KW  - Field studies
KW  - Mathematical models
KW  - Residual salt
KW  - Roadside
KW  - Sodium chloride
KW  - Wheel paths
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702051
ER  - 

TY  - CONF
AN  - 00974858
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Waldman, J R
AU  - Transportation Research Board
TI  - STATE-OF-THE-ART FIXED AUTOMATED SPRAY TECHNOLOGY
PY  - 2004/06
IS  - E-C063
SP  - p. 379-390
AB  - Applying anti-icing chemical at the optimum time is critical for an effective anti-icing program.  The timing of anti-icing chemical applications is especially critical for bridge structures, where icing can occur in advance of icing on normal pavements.  Additionally, other highway characteristics such as ramps and steep grades can require different treatment strategies as compared to anti-icing treatments for normal pavements.  Advances in technology have given highway operators a new tool to enhance the effectiveness and efficiency of their anti-icing program.  This tool is the fixed automated spray technology (FAST) system.  The FAST system is a permanent installation of a pump, a tank, nozzles, and a controller that dispenses anti-icing chemicals directly on a predetermined area of pavement.  These systems can initiate chemical applications either on manual command or be integrated with a road weather information system (RWIS) to operate automatically based on detected highway conditions.  The FAST system permits timely, localized, and repeated anti-icing treatments with the optimum amount of anti-icing chemicals and without the deployment of typical winter maintenance equipment and personnel.  FAST systems are now in use in more than 20 U.S. states and in several locations in Canada.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Fixed automated spray technology
KW  - Snow and ice control
KW  - Technological innovations
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702033
ER  - 

TY  - CONF
AN  - 00974869
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Vaa, T
AU  - Transportation Research Board
TI  - NORWEGIAN EXPERIENCE WITH USE OF MAGNESIUM CHLORIDE
PY  - 2004/06
IS  - E-C063
SP  - p. 516-528
AB  - The Norwegian study on the use of magnesium chloride started in 2001-2002 and has been going on for two winter seasons.  The project will be reported finally in 2004 after the 2003-2004 season.  The main goal of the magnesium chloride project was to verify how the amount of salt was affected by alternative salting methods and to study which possibilities magnesium chloride gave for operation at temperatures for which sodium chloride did not work.  In addition it was an aim of the project to investigate the duration of an action and time to dry the road surface after salting with different chemicals.  Solid sodium chloride prewetted with magnesium chloride liquid has been compared with the standard method, which is to use liquid sodium chloride as agent to solid salt.  One of the hypotheses was that magnesium chloride in some circumstances resulted in slippery road conditions, because it is a hygroscopic salt.  One of the purposes was therefore to study how different methods affect friction and friction development under varying winter road conditions.  The development in friction can be an indicator on the effects that can be expected on the road conditions by use of different salting methods.  The results after two winter seasons show some interesting tendencies toward less salt consumption with the method based on prewetting with magnesium chloride.  However, there is some uncertainty in what way the friction is affected.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Friction
KW  - Magnesium chloride
KW  - Norway
KW  - Prewetting
KW  - Slipperiness
KW  - Snow and ice control
KW  - Sodium chloride
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702044
ER  - 

TY  - CONF
AN  - 00974854
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kroeger, D A
AU  - Sinhaa, R
AU  - Transportation Research Board
TI  - BUSINESS CASE FOR WINTER MAINTENANCE TECHNOLOGY APPLICATIONS: HIGHWAY MAINTENANCE CONCEPT VEHICLE
PY  - 2004/06
IS  - E-C063
SP  - p. 323-331
AB  - The purpose of this paper is to demonstrate, from a business perspective, the benefits of using technology applications in winter maintenance operations.  This paper documents the business case to be made for the technology applications on the Highway Maintenance Concept Vehicle project by examining the business implications of many benefits such as increased safety, reduced environmental impacts, and increased efficiency.  The use of commercial-off-the-shelf and prototype technologies to improve winter maintenance operations has been in practice for several years; however, it has been difficult to quantify the benefits achieved by adopting these technologies.  A benefit-cost framework is established whereby the current methods of performing the analysis can be compared with other proposed winter maintenance technology improvements.  Applying new technology to winter maintenance operations can reduce accidents, reduce chemical use, and provide return on investment.  The benefit-cost analysis demonstrated that the integration of the newer emerging technologies does indeed play a beneficial role in reducing accidents, increasing mobility, reducing adverse environmental impacts, and having a direct bearing on the economic impacts in the area.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Benefit cost analysis
KW  - Benefits
KW  - Business practices
KW  - Economic efficiency
KW  - Economic impacts
KW  - Environmental impacts
KW  - Highway safety
KW  - Improvements
KW  - Mobility
KW  - Return on investment
KW  - Technology
KW  - Vehicle maintenance
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702029
ER  - 

TY  - CONF
AN  - 00974855
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kack, D
AU  - Cuelho, E
AU  - Transportation Research Board
TI  - NEEDS ASSESSMENT AND COST-BENEFIT ANALYSIS OF ROADVIEW (TRADEMARK) ADVANCED SNOWPLOW TECHNOLOGY SYSTEM
PY  - 2004/06
IS  - E-C063
SP  - p. 332-347
AB  - The RoadView (Trademark) system was originally developed to determine the feasibility of implementing an advanced snowplow control system to improve the safety and efficiency of snow removal operations.  As follow-on research, this evaluation was designed to determine the magnitude of the challenges faced by snowplow operators, particularly during low-visibility conditions.  Both a needs assessment and a benefit-cost analysis (BCA) of the RoadView system are provided.  The analyses focused on data gathered primarily from four western states:  Idaho, Montana, North Dakota, and Wyoming.  The three main factors to be considered in the needs assessment and potential BCA were safety, mobility, and operational issues.  Both quantitative and qualitative data were collected from participating departments of transportation, including a survey distributed to snowplow operators in the four designated states.  The survey was designed to gain further insight into perceived problems with limited-visibility snow removal operations and to examine current methods being used by snowplow operators to improve their spatial and situational awareness during low-visibility conditions.  Results indicated the three methods most used by snowplow operators to maintain their lane position are visual. Operators had a high perceived usefulness of technology that would assist in detecting obstacles and provide lane position information.  The BCA indicated that RoadView would be most beneficial on roadways with high traffic volumes associated with significant road closures due to winter weather conditions.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Advanced vehicle control systems
KW  - Benefit cost analysis
KW  - Idaho
KW  - Montana
KW  - Needs assessment
KW  - North Dakota
KW  - Reduced visibility
KW  - Snow removal
KW  - Snowplow operators
KW  - Snowplows
KW  - State departments of transportation
KW  - Surveys
KW  - Visibility
KW  - Winter maintenance
KW  - Wyoming
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702030
ER  - 

TY  - CONF
AN  - 00974862
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Adams, E E
AU  - McKittrick, L R
AU  - Gauer, P
AU  - Curran, A R
AU  - Transportation Research Board
TI  - A FIRST PRINCIPLES PAVEMENT THERMAL MODEL FOR TOPOGRAPHICALLY COMPLEX TERRAIN
PY  - 2004/06
IS  - E-C063
SP  - p. 422-432
AB  - Pavement temperature in winter has a significant influence on highway maintenance and safety issues concerned with snow and ice management.  A forecasting model chain for pavement temperature in topographically varied terrain was developed and was being tested on Interstate 90 in Montana.  The chain was initiated with the continental-scale meteorological forecast Eta model calculated on 20-km spacing.  This was refined to a 1-km spacing using ARPS, a mesoscale model.  Results were then interpolated to essentially provide a 30-m resolution weather forecast.  Finally, Radiation Thermal model for Road Temperature (RadTherm/RT) was implemented to calculate terrain or pavement temperature.  A RadTherm/RT grid was draped over a digital elevation map to provide a three-dimensional thermal topography, whereby each element or "facet" was given thermal characteristics appropriate to the material type.  With the spatially calculated meteorological inputs, the energy balance of the terrain surface was calculated for each facet to forecast the surface temperature.  Terrain surfaces took into account the influence of radiation exchange between facets as well as shadowing and sky view factors.  Temporally animated surface temperature forecast maps were produced.  Spatial variations were in clear evidence in the thermal signature of ridges compared with valleys and material properties.  In order to simplify the information for more efficient utility by highway maintenance decision makers, a subset of the full terrain thermal map was provided to display only the highway temperature as a tricolor map.  Comparisons of the pavement temperature calculated and measured at a road weather information system station were quite good when the meteorological forecasts were accurate.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Forecasting
KW  - Maps
KW  - Meteorology
KW  - Snow and ice control
KW  - Surface temperature
KW  - Thermal topography
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702037
ER  - 

TY  - CONF
AN  - 00974864
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Nakatsuji, T
AU  - Kawamura, A
AU  - Maeda, T
AU  - Transportation Research Board
TI  - INVERSE ESTIMATION OF FRICTION COEFFICIENT OF WINTER ROAD SURFACE WITH VEHICULAR MOTION DATA MEASURED BY GPS-EQUIPPED PROBE VEHICLES
PY  - 2004/06
IS  - E-C063
SP  - p. 442-454
AB  - This study is concerned with a snow and ice control system based on a friction coefficient.  A method was developed to estimate the friction coefficient on winter road surfaces indirectly from vehicular motion data.  The interaction between tire and road surface was taken into account and integrated into a genetic algorithm.  The friction coefficients estimated by the method were better fitted to the actual measured values, compared with those estimated by conventional physical formulas.  More conveniently, the friction coefficients estimated were not sensitive to the parameters of the tire model that are difficult to measure in a real field.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Coefficient of friction
KW  - Genetic algorithms
KW  - Global Positioning System
KW  - Probe vehicles
KW  - Rolling contact
KW  - Snow and ice control
KW  - Surface course (Pavements)
KW  - Vehicular motion data
KW  - Winter maintenance
UR  - http://dx.doi.org/10.3141/1911-15
UR  - https://trid.trb.org/view/702039
ER  - 

TY  - CONF
AN  - 00974866
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Vaa, T
AU  - Transportation Research Board
TI  - IMPLEMENTATION OF NEW SANDING METHOD IN NORWAY
PY  - 2004/06
IS  - E-C063
SP  - p. 473-486
AB  - One of the main achievements in the Winter Friction Project in Norway has been the development of a new sanding method based on a mix of hot water and sand.  The most significant factors in this method are the sand quality, the amount of water, the spreading speed, and the water temperature.  The sand should be of a specified quality corresponding to a 0 to 4-mm gradation. Hot water means that the water temperature is 90 deg C to 95 deg C.  The amount of water in the mixture of sand and water is approximately 30-weight percentage, and the normal dosage of sand used is equivalent to 200 g/sq m as an average.  Scientific studies have revealed that measures carried out with the new sanding method last longer than traditional sanding methods.  It has been proved that by adding warm water to the sand it is easy to maintain a friction level above the standard even after the passage of 2,000 vehicles.  Under favorable road and weather conditions, satisfactory friction values have been maintained for up to 3 to 7 days on roads with annual average daily traffic of 1,500 vehicles.  The introduction of wet gritting means substantial improvement, both in regard to friction and in time of effect.  The new method is expected to have a marked impact on winter road operations.  In Norway there are now a total of approximately 30 trucks based on the new sanding method, and the method is being used on national roads, in municipalities, and on air fields.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Annual average daily traffic
KW  - Friction
KW  - Hot water
KW  - Norway
KW  - Sand
KW  - Sanding
KW  - Snow and ice control
KW  - Wet sanding
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702041
ER  - 

TY  - CONF
AN  - 00974868
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Thompson, G E
AU  - Transportation Research Board
TI  - ANTI-ICING AND MATERIAL DISTRIBUTION PERFORMANCE MEASURES FOR ACHIEVING LEVEL OF SERVICE THROUGH MOBILE DATA COLLECTION
PY  - 2004/06
IS  - E-C063
SP  - p. 503-515
AB  - Recent events have shaped the world's approach to transportation safety and the marshaling of resources to respond to several potentially damaging scenarios.  Paramount to successfully managing these situations is the rapid movement of emergency personnel and vehicles, the control of vital transportation arteries, and the ability to react in real-time over a wide geographic area using a variety of communications means and a host of emergency and environmental services.  This results in the overtreatment of roadways and bridge decks that might otherwise achieve the desired level of service (LOS) with the use of less anti-icing materials.  The Alaska Department of Transportation and Public Facilities (DOT/PF) and ThomTech Design, Inc., sought to determine the effectiveness of the material distribution methods employed during the snow and ice removal process in the Juneau, Alaska, area.  Accomplishing this task required accurate data collection procedures, LOS estimation, and analysis.  The partners intended to develop particular performance measurements using a variety of in-vehicle sensors and post material distribution techniques that are subjective and objective in nature.  The Alaska DOT/PF Southeast Region configured the snowplows in the Juneau area with data collection equipment tied to several types of vehicle sensors.  The evaluation vehicle was the key vehicle and included a touch-screen computer, digital camera, and a mobile weather station.  Several recommendations for integrating with road weather information systems' stations to introduce a friction (grip) meter on the evaluation vehicle were suggested by the project participants.  The project was scheduled for completion on January 1, 2004.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Data collection
KW  - Friction meters
KW  - In vehicle sensors
KW  - Juneau (Alaska)
KW  - Level of service
KW  - Road weather information systems
KW  - Snow and ice control
KW  - Snowplows
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702043
ER  - 

TY  - CONF
AN  - 00974863
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Moller, S
AU  - Transportation Research Board
TI  - WINTER ROAD CONDITION MODEL
PY  - 2004/06
IS  - E-C063
SP  - p. 433-441
AB  - The large-scale winter model project resulted in a model for assessing the most important effects and the monetary value of changes to winter maintenance strategies and operations.  The winter road condition model was the central part of the winter model.  The road condition model characterized the state of a winter in terms of a road condition description hour by hour. The road condition model provided input data for the other models assessing different effects such as accident risk, travel time, fuel consumption, and environmental effects.  In the first stage, a model that described how road conditions were affected by weather, what maintenance measures were taken, and the volume of traffic on two-lane rural roads with a width of 7 to 9 m and speed limit of 90 km/h was developed.  To a great extent, the basis for developing the winter road condition model was data already collected from nine observation sites with the purpose of developing the accessibility model.  For several periods data from these observation sites contained information hour by hour regarding weather, traffic flow, initial road condition, maintenance measures taken, and specified types of road condition development mainly connected with snow ploughing and anti-icing measures.  Additional information, such as development of ruts down to the pavement in hard-packed snow or thick ice caused by vehicles with studded tires and conditions for a wet or moist road to dry out, was collected by field studies during the 2002-2003 winter season.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Condition surveys
KW  - Field studies
KW  - Operations
KW  - Rural highways
KW  - Rutting
KW  - Snow removal
KW  - Strategic planning
KW  - Traffic volume
KW  - Two lane highways
KW  - Weather
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702038
ER  - 

TY  - CONF
AN  - 00974865
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Takahashi, N
AU  - Miyamoto, S
AU  - Asano, M
AU  - Transportation Research Board
TI  - USING TAXI GPS TO GATHER HIGH-QUALITY TRAFFIC DATA FOR WINTER ROAD MANAGEMENT EVALUATION IN SAPPORO, JAPAN
PY  - 2004/06
IS  - E-C063
SP  - p. 455-469
AB  - How can we increase the quality of traffic data to provide effective and efficient winter road management in the city of Sapporo, Japan?  In Sapporo, not only residents' daily activities but also business and industrial activities depend heavily on automobile mobility.  The lack of winter road management is, however, the critical problem:  it worsens traffic movement through the city.  The problem is not simply that travel speed is remarkably reduced as a result of icy roads and street width narrowed by snow piles.  The problem is that slowed traffic leads to ever-worsening traffic congestion; consequently, it results in economic losses and air pollution. A primary goal is to identify the effective and efficient traffic data-gathering technique in order to develop winter road management measurement that might be implemented in the context of Sapporo.  Throughout the course of this study, it has been demonstrated how cutting-edge technology has the potential to help solve the problems with existing traffic analysis methods and increase the quality of data to determine the unique traffic feature in winter.  The cutting-edge technology at issue is floating-car data, collected through Global Positioning Systems on taxis running through the city.  Because of the advantage of covering the greater Sapporo area and running throughout the day, this would enable up-to-date traffic data to be supplied over a wide area.  Besides, partnership with taxi companies provides cost-effective data collection solutions.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Air pollution
KW  - Cost effectiveness
KW  - Data collection
KW  - Data quality
KW  - Economic impacts
KW  - Global Positioning System
KW  - Maintenance management
KW  - Probe vehicles
KW  - Sapporo (Japan)
KW  - Taxicabs
KW  - Traffic congestion
KW  - Traffic data
KW  - Winter maintenance
UR  - https://trid.trb.org/view/702040
ER  - 

TY  - CONF
AN  - 00974859
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Greenfield, T M
AU  - Takle, E S
AU  - Tentinger, B J
AU  - Alamo, J J
AU  - Burkheimer, D
AU  - McCauley, D
AU  - Transportation Research Board
TI  - BRIDGE FROST OCCURRENCE AND PREDICTION
PY  - 2004/06
IS  - E-C063
SP  - p. 391-398
AB  - Frost on bridges can present hazardous conditions to motorists, particularly if it occurs when adjacent roadways are clear of frost.  Minimizing materials cost, vehicle corrosion, and negative environmental impacts calls for strategic use of frost-suppression chemicals.  Accurate forecasts of bridge frost onset times, frost intensity, and frost disappearance (e.g., melting or sublimation) are needed to help roadway maintenance personnel decide when, where, and how much frost-suppression chemical to use.  The authors have developed a finite-difference algorithm (BridgeT) that simulates vertical heat transfer in a bridge based on evolving meteorological conditions at its top and bottom as supplied by a weather forecast model.  This algorithm simulates bridge deck surface temperature at 1-min intervals and calculates volume per unit area (i.e., depth) of frost deposited, melted, or sublimed.  From this are produced forecasts of frost onset time, frost "depth," and duration of frost on the bridge.  Evaluation of forecast methods for predicting frost on bridges and roadways is difficult because of a lack of observations of frost occurrences.  Early morning observations of untreated bridges near Ames, Iowa, were made during two winter seasons to establish a database of bridge frost occurrences and non-occurrences.  When frost was detected, observations were continued until the frost disappeared and thereby provided additional information on duration and timing of onset and demise of frost.  Bridge frost predictions as well as predictions of air temperature, dew-point temperature, bridge-top surface temperature, and wind speed, are compared with observed and measured values to assess skill in forecasting bridge frost and associated conditions.  Lack of agreement between forecasts of frost characteristics and visual observations on a particular (presumed chemical-free) bridge may arise from (1) inaccuracies in forecasts of meteorological variables by the weather forecast model at its model resolution, (2) spatial variability in meteorological conditions below resolution of the forecast model, (3) inaccuracies in simulation of heat transfer by BridgeT, or (4) an inability to detect frost visually.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Accuracy
KW  - Algorithms
KW  - Bridges
KW  - Finite differences
KW  - Forecasting
KW  - Frost
KW  - Heat transfer
KW  - Surface temperature
KW  - Weather conditions
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702034
ER  - 

TY  - CONF
AN  - 00974861
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - SATO, N
AU  - THORNES, J E
AU  - MARUYAMA, T
AU  - Sugimura, A
AU  - YAMADA, T
AU  - Transportation Research Board
TI  - ROAD SURFACE TEMPERATURE FORECASTING: CASE STUDY IN A MOUNTAINOUS REGION OF JAPAN
PY  - 2004/06
IS  - E-C063
SP  - p. 414-421
AB  - This study examined a road surface temperature prediction model in a snowy, mountainous region in Japan.  The road surface temperature varied from one segment of the road to another. This was mainly due to the fact that environmental factors were unique at each road segment.  In general, the road surface temperature reached its maximum point in the midday and reached its lowest point just before sunrise.  However, in a rugged mountainous environment, the road surface temperature does not follow a simple diurnal pattern.  This study demonstrated the necessity of road surface temperature predictions at a local scale, rather than a regional scale, since regional forecasts may not depict any local-scale problems, such as road icing. Icy surface conditions may develop for a small area or patches of small areas, and regional forecasts may lead to all-or-nothing solutions for such local-scale problems.  This study used both geographic information system (GIS) and Global Positioning System (GPS) as tools.  Results from the road surface temperature predictions are illustrated visually using a GIS program so that any potentially problematic road segments can be identified geographically at different times.  The use of GPS facilitates the compilation of various data with respect to their geographic coordinates.  The outcome of the study will help highway maintenance authorities focus their efforts more carefully on potentially problematic road segments rather than on the entire road system.  Moreover, they could narrow the time window for maintenance activities, thus saving resources while providing safe road conditions for the general public.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Case studies
KW  - Forecasting
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Japan
KW  - Mountain roads
KW  - Surface temperature
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702036
ER  - 

TY  - CONF
AN  - 00974860
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Tabler, R D
AU  - Transportation Research Board
TI  - EFFECT OF BLOWING SNOW AND SNOW FENCES ON PAVEMENT TEMPERATURE AND ICE FORMATION
PY  - 2004/06
IS  - E-C063
SP  - p. 401-413
AB  - Studies to identify specific causes of winter crashes in Wyoming indicated that the majority of crashes were associated with icy road conditions and that blowing snow was the dominant cause of icy roads in wind-exposed areas.  The finding that 74% of all crashes over a 5-year period were associated with icy road conditions on a segment of Interstate 80 was illustrative and typical.  The mass of blowing snow falling on the pavement with a 10 m/s wind (22.4 mph) was equivalent to a snowfall rate of 7.8 cm (3.06 in.) per hour, assuming a snowfall water equivalent of 10%, and the mass flux of blowing snow at 20 m/s (44.7 mph) was approximately twice that amount.  The energy required for melting the blowing snow associated with the 10 m/s wind speed was nine times the average daily radiation received at Cheyenne, Wyoming, in December, and four times that received in March. The effect of blowing snow on pavement temperature can be quantified using vehicle-mounted infrared sensors applying the techniques described.  Examples show that the melting of blowing snow constitutes a major heat sink and that areas protected by snow fences can be 6 deg C (10 deg F) or more warmer than adjacent unprotected road.  These quantitative measurements explain the dramatic effect of snow fences on road surface conditions that have been previously reported, and they provide a compelling argument for mitigating blowing snow with roadside vegetation as well as fences.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Blizzards
KW  - Icy roads
KW  - Infrared radiation
KW  - Roadside flora
KW  - Sensors
KW  - Snow and ice control
KW  - Snow fences
KW  - Speed
KW  - Surface temperature
KW  - Wind
KW  - Winter maintenance
KW  - Wyoming
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702035
ER  - 

TY  - CONF
AN  - 00974867
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - OTTO, S
AU  - Transportation Research Board
TI  - ALBERTA'S BENCHMARK MODEL FOR MAINTENANCE WINTER SERVICE DELIVERY
PY  - 2004/06
IS  - E-C063
SP  - p. 487-502
AB  - In 1996, the provincial government of Alberta, Canada, outsourced highway maintenance for the provincial highway network.  Private contractors were hired to perform maintenance activities under a 5-year, geographically based unit-price contract.  The 1996 contracts specified the minimum number of trucks for each area, and the old Alberta Transportation (AT) shops were leased to the successful contractors.  Starting in 1998, the government began selling AT maintenance shops, and by 2000 most properties were no longer under government control. Then, in the fall of 2000, the government began to transfer road authority for secondary highways from the municipal governments (i.e., counties) and more than doubled the length of the network under provincial jurisdiction.  Prospective contractors for contracts tendered after 2001 were required to propose new shop locations and the shop size and number of trucks to be provided in their new contract area.  AT's tasks were to benchmark the existing (2000) winter maintenance service on the existing network; predict the requirements for the number of trucks needed to meet provincial standards on the new (expanded) network and provide the same level of performance; and evaluate contract proposals when shop locations and number of plow trucks were not specified.  The department's solution was a spreadsheet model of plowing and sanding-salting times with the total calculated time to complete one pass of the entire network as the benchmark.  The model was used to determine how many trucks to add within each district as the secondary highways were transferred to provincial control.  Contract proposals from prospective contractors were evaluated on whether their proposals showed equal to or slightly better than benchmark parameters.  In broad terms, the benchmark model was developed by breaking the highway network into areas with similar traffic volumes, calculating the paved area (2-lane equivalent km) per plow truck, adding the newly transferred highways to the network, and determining the number of new trucks needed to complete work on the whole network within allowable times.  This paper gives details of the benchmarking process, including assumptions used, how highway topography and geometric characteristics were used to affect the length of highway each plow truck can be assigned before it was fully allocated, the business rules chosen to model actual work habits, calculations used to determine the time required to plow and spread sand or salt over each segment, and the improvements made over three successive rounds of tendering.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Alberta
KW  - Benchmarks
KW  - Contracting out
KW  - Deicing
KW  - Forecasting
KW  - Sanding
KW  - Snow removal
KW  - Snowplows
KW  - Spreadsheets
KW  - Trucks
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702042
ER  - 

TY  - CONF
AN  - 00974856
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Vonderohe, A
AU  - Adams, T
AU  - Blazquez, C
AU  - Maloney, J
AU  - Martinelli, T
AU  - Transportation Research Board
TI  - GIS-BASED ANALYSIS OF INTELLIGENT WINTER MAINTENANCE VEHICLE DATA
PY  - 2004/06
IS  - E-C063
SP  - p. 348-360
AB  - The Wisconsin Department of Transportation, in cooperation with 8 Wisconsin counties, has embarked on a 4- to 5-year effort to implement advanced technologies in winter maintenance vehicles. The University of Wisconsin-Madison is assisting with data management aspects of the effort.  The winter maintenance vehicles are equipped with differential Global Positioning System (DGPS) receivers and numerous additional sensors that collect environmental data (e.g., pavement and air temperature), equipment status data (e.g., plow up/plow down), and material usage data (e.g., salt application rate).  These data are telemetered to a dispatch center and recorded on magnetic media for later downloading.  Data are transmitted and recorded as often as every 2 s.  Data such as these, both in type and in quantity, have never before been available to Wisconsin transportation agencies.  A geographic information system application, dubbed "Wiscplow," has been developed and initially deployed for testing within participating counties.  Wiscplow combines vehicle data with manually entered data (e.g., storm durations, vehicle configurations, and labor and equipment cost rates) and with spatial data representing roadway centerlines attributed with functional class, number of lanes, patrol sections, and route systems.  Outputs include reports on computed performance measures (e.g., cycle time and hourly average salt application rate by patrol section and storm) and decision management tools (i.e., charts, graphs, and maps) showing relationships among performance measures (e.g., salt application rate versus pavement temperature by patrol section and storm).  Both technical and institutional issues are being addressed.  Technical issues include spatial data accuracy requirements, sensitivity of computed performance measures to error in the DGPS and roadway centerline data, temporal keys to uniquely identify vehicle data points, and advanced map-matching algorithms for resolution of spatial ambiguities between DGPS and roadway centerline data at intersections and on converging and diverging roadways (e.g., ramps).  Institutional issues include responsibility for development and maintenance of the necessary spatial databases at the required level of accuracy and currency, installation and management of a new set of databases and applications within county highway departments, staffing and training, and mechanisms for technical support and maintenance of the application software.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Accuracy
KW  - Algorithms
KW  - Data collection
KW  - Databases
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Intelligent vehicles
KW  - Personnel
KW  - Sensitivity
KW  - Sensors
KW  - Software maintenance
KW  - Spatial analysis
KW  - Technical assistance
KW  - Training
KW  - Winter maintenance
KW  - Wisconsin
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702031
ER  - 

TY  - CONF
AN  - 00974857
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Tuan, C Y
AU  - Yehia, S A
AU  - Transportation Research Board
TI  - IMPLEMENTATION OF CONDUCTIVE CONCRETE OVERLAY FOR BRIDGE DECK DEICING AT ROCA, NEBRASKA
PY  - 2004/06
IS  - E-C063
SP  - p. 363-378
AB  - Conductive concrete is a relatively new material technology developed to achieve high electrical conductivity and high mechanical strength.  In research sponsored by Nebraska Department of Roads, a conductive concrete mix specifically for bridge deck deicing was developed.  In this application, a conductive concrete overlay is cast on top of a bridge deck for deicing and anti-icing.  This technology has been successfully implemented in a demonstration project at Roca, about 15 mi south of Lincoln, Nebraska.  The Roca Spur Bridge has a 36-m (117-ft) long and 8.5-m (28-ft) wide conductive concrete inlay. Temperature sensors and a microprocessor-based controller system were installed to monitor and control the deicing operation of the inlay.  The construction was completed and the bridge was opened to traffic in the spring of 2003.  Data from the first deicing event showed that an average of 500 W/sq m (46 W/sq ft) was generated by the conductive concrete to raise the slab temperature about 9 deg C (16 deg F) above the ambient temperature.  The details of the construction and deicing operation of the conductive concrete inlay are presented.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Bridge decks
KW  - Concrete overlays
KW  - Conducting materials
KW  - Conductive concrete
KW  - Deicing
KW  - Demonstration projects
KW  - Implementation
KW  - Microprocessors
KW  - Monitoring
KW  - Roca (Nebraska)
KW  - Temperature sensors
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702032
ER  - 

TY  - CONF
AN  - 00974849
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Burkett, A
AU  - Gurr, N
AU  - Transportation Research Board
TI  - ICY ROAD MANAGEMENT WITH CALCIUM MAGNESIUM ACETATE TO MEET ENVIRONMENTAL AND CUSTOMER EXPECTATIONS IN NEW ZEALAND
PY  - 2004/06
IS  - E-C063
SP  - p. 267-277
AB  - Because of public concerns, the use of salt as a deicer for roads in New Zealand was discontinued more than 20 years ago, and icy roads have been managed since without the use of chemical deicers.  In more recent years however, increasing customer expectations have demanded improvements to icy road management beyond the application of just grit or sand.  A proposal to reintroduce salt as a deicing chemical was rejected by road users and environmental groups.  Following investigations of alternatives, calcium magnesium acetate (CMA) was chosen as a suitable deicer and anti-icer that could meet the environmental concerns and be accepted by the road user. CMA has been introduced gradually in various parts of the country and has been closely monitored for any effects on the environment.  In particular, monitoring has taken place over the past 5 years in the central North Island, where operations are within a national park and world heritage area.  During that time extensive testing of streams, soil, and vegetation has been carried out, and no significant effect has been observed.  CMA is a high-cost product, and so ice prediction technology is now being introduced to assist with managing its use on a just-in-time and in-the-right-place philosophy to ensure it is cost-effective, improves safety and efficiency for the road user, and minimizes any environmental concerns.  This paper summarizes the environmental monitoring of CMA in the central North Island, the results obtained, the benefits and costs involved, and management practices.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Benefits
KW  - Calcium magnesium acetate
KW  - Cost effectiveness
KW  - Costs
KW  - Environmental impacts
KW  - Maintenance management
KW  - Maintenance practices
KW  - Monitoring
KW  - New Zealand
KW  - Snow and ice control
KW  - Weather forecasting
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702024
ER  - 

TY  - CONF
AN  - 00974853
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Davis, R S
AU  - Transportation Research Board
TI  - REGULATING DEICING RUNOFF FROM HIGHWAY OPERATIONS
PY  - 2004/06
IS  - E-C063
SP  - p. 307-319
AB  - This paper describes the increasing regulatory pressure on the runoff of roadway deicing chemicals projects future trends in the permitting of those discharges.  In recent years, increasing attention has been paid to the environmental consequences of pavement deicing activities.  With the advent of the Clean Water Act's storm water permitting program in 1987, the U.S. Environmental Protection Agency was given an express mandate to control storm water discharges through federal wastewater discharge permits.  Deicing discharges from roadways were excluded largely in the first phase of that program.  Phase II of the storm water program brings a new focus on the potential water quality impact of highway deicing runoff.  With this focus comes the increased likelihood that dischargers adjacent to impaired waters will be subjected to stringent permit terms.  As these trends mature, states may conclude that the issuance of permits for highway deicing runoff should be the rule rather than the exception.  To meet this challenge, state departments of transportation and other entities responsible for roadway deicing activities should begin to think through the options with which they will be presented.  Working with regulatory agencies early on to ensure that potential water quality impacts will be fairly and accurately characterized will be critical. Equally important will be advance work with permitting agencies to frame permitting strategies that would not unduly burden roadway deicing operations.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Deicing chemicals
KW  - Environmental impacts
KW  - Permits
KW  - Regulations
KW  - Runoff
KW  - Snow and ice control
KW  - Storms
KW  - Water quality
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702028
ER  - 

TY  - CONF
AN  - 00974850
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Eriksson, D
AU  - Transportation Research Board
TI  - REDUCING SALT CONSUMPTION BY USING ROAD WEATHER INFORMATION SYSTEM AND MESAN DATA
PY  - 2004/06
IS  - E-C063
SP  - p. 278-281
AB  - In today's road administrations it is important to keep track of the spread amount of chemicals used in winter road maintenance. Variations in snow and ice conditions from year to year make it difficult to compare figures.  In order to tackle this problem, the Swedish National Road Administration (SNRA) has developed a new salt index.  The salt index is based on data from SNRA's 700 road weather information system (RWIS) stations as well as on data provided by the Swedish Meteorological and Hydrological Institute (SMHI) and on the total amount of salt.  SNRA uses RWIS data for information on air and road surface temperatures, humidity, wind, and type of precipitation and SMHI data for the amount of precipitation.  The RWIS data are collected every half-hour and the SMHI data every hour.  To calculate the amount of precipitation, SMHI uses a model called Mesan, which is an operational mesoscale analysis system.  The use of an incentive-based compensation model built on RWIS and Mesan-data gives as a result a reduced use of salt compared with a compensation model based on measures.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Incentives
KW  - Mathematical models
KW  - Payment
KW  - Precipitation (Meteorology)
KW  - Road weather information systems
KW  - Snow and ice control
KW  - Sodium chloride
KW  - Statens Vagverket
KW  - Sweden
KW  - Swedish Meteorological and Hydrological Institute
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702025
ER  - 

TY  - CONF
AN  - 00974852
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Gustafsson, M
AU  - Blomqvist, G
AU  - Transportation Research Board
TI  - MODELING EXPOSURE OF ROADSIDE ENVIRONMENT TO AIRBORNE SALT: CASE STUDY
PY  - 2004/06
IS  - E-C063
SP  - p. 296-306
AB  - A field study was performed in order to investigate the relationships between the salt use, the mechanisms affecting the salt emission and dispersion, and the salt exposure in a modeling approach.  The salt was collected on gauze filter salt vanes at distances of 2.5 to 100 m from the road, allowing a time resolution of 30-min to 24-h exposure time.  The results will be implemented in a winter maintenance management model under development by the Swedish National Road and Transport Research Institute.  The results showed that the roadside exposure to airborne salt was related strongly to the wind direction.  The road conditions of packed snow and thin ice seemed to abate the roadside exposure temporarily by capturing the salt on the road surface.  Even at a distance of 100 m from the road, a positive relation of the wind sum and chloride deposition showed on days with strong winds.  The modeling approach indicates the importance of residual salt, traffic, road surface characteristics, and wind for roadside exposure but also indicates that there are several aspects of these variables that need further investigation.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Deposition
KW  - Environmental impacts
KW  - Field studies
KW  - Maintenance management
KW  - Roadside
KW  - Salt dispersion
KW  - Snow and ice control
KW  - Sodium chloride
KW  - Wind
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702027
ER  - 

TY  - CONF
AN  - 00974846
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Yamamoto, C
AU  - Kishi, K
AU  - Sato, K
AU  - Hara, F
AU  - Transportation Research Board
TI  - IMPORTANCE OF WINTER URBAN TRAFFIC ISSUES AND PERFORMANCE INDICATORS AS RATED BY BUSINESSES
PY  - 2004/06
IS  - E-C063
SP  - p. 219-236
AB  - Despite the huge sums budgeted by Sapporo for snow-related works, citizens express a high demand for improved winter road maintenance.  Citizens include various segments, and understanding the needs of each segment helps to improve overall satisfaction.  This study focused on businesses, essential to the economic strength of any city.  Business people were surveyed regarding winter traffic problems and desired outcomes for snow and ice control.  The survey examined the importance of winter traffic issues; investigated winter-summer comparisons of vehicle-related costs, numbers of visits to clients, time taken to deliver merchandise, and number of visits by customers; and found winter traffic accidents in the past 5 years.  Rankings of winter traffic issues were clarified by the expanded contributive rule for all respondents and for each business category.  Despite some differences in ranking due to unique features of each business category, three problems ranked high for businesses of all categories:  risk of increased traffic accidents; decline in visits to clients for meetings/sale; and increase in time to deliver merchandise.  The performance indicators that address these issues are securing skid-resistance of winter road and securing effective road width.  These indicators coincided with those ranked high by business people in the opinion survey.  Obtaining the achievement rates of indicator targets enables measurement of outcomes of winter road maintenance.  Public services aim to fulfill the needs of citizens, and organizing winter maintenance operations according to desired outcomes can promote this objective.  The authors propose a logic model of winter road maintenance that incorporates the outcome indicators desired by businesses.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Businesses
KW  - Delivery service
KW  - Impacts
KW  - Mobility
KW  - Performance indicators
KW  - Sapporo (Japan)
KW  - Snow and ice control
KW  - Surveys
KW  - Traffic crashes
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702021
ER  - 

TY  - CONF
AN  - 00974848
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kajiya, Y
AU  - Suzuki, T
AU  - Matsuzawa, M
AU  - UEMURA, T
AU  - Transportation Research Board
TI  - STUDY ON EFFECTS AND EVALUATION OF WINTER ROAD INFORMATION
PY  - 2004/06
IS  - E-C063
SP  - p. 248-263
AB  - In Hokkaido, Japan, there are many conditions that affect winter road traffic.  These include slipperiness from snowy or icy road surfaces and poor visibility induced by snowstorms.  Proper provision of information is essential.  The effects of winter road information provision on users, and their evaluation of that information, were analyzed.  The analysis and discussion were based on the results of two questionnaire surveys, one regarding the Northern Road Navi website conducted via that website and the other regarding the provision of regionwide snowstorm information conducted via face-to-face group interview.  When asked whether the information posed on the Northern Road Navi website was useful in enhancing safety and a sense of security, 90% of respondents answered affirmatively. The items of road information and mountain pass information were given positive evaluations.  All the respondents said that they would continue to use these two types of information.  Of the items of mountain pass information, many respondents answered that real-time information, such as mountain pass road images, weather forecasts, and snow and frost duration, is useful in enhancing safety and a sense of security.  The authors conducted a customer satisfaction analysis to find out how the mountain pass information contributed to enhanced winter driving safety and a sense of security.  The analysis results found that "topographical information on mountain passes (elevation, gradient, and so on)" was the mountain pass item that ranked highest in priority of requests for improvement.  "Road image" ranked highest in customer satisfaction.  The authors asked the respondents whether they would use a regionwide snowstorm information service that allowed unlimited access via personal computer and mobile phone to weather and road information on roads they selected.  The contingent valuation method was employed in the questionnaire survey to estimate how much one household would be willing to pay for such a service per winter. This question was asked in a face-to-face group interview.  The willingness to pay for such an information service was found to be 581 yen per household per winter.  The survey results quantitatively verified that provision of winter road information prompted proper route selection and departure time adjustment, and thereby contributed greatly to enhanced safety and sense of security.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Customer satisfaction
KW  - Departure time
KW  - Highway safety
KW  - Hokkaido (Japan)
KW  - Imagery
KW  - Information dissemination
KW  - Interviewing
KW  - Mountain roads
KW  - Questionnaires
KW  - Real time information
KW  - Route choice
KW  - Security
KW  - Slipperiness
KW  - Snowstorms
KW  - Surveys
KW  - Topography
KW  - Visibility
KW  - Weather conditions
KW  - Websites (Information retrieval)
KW  - Winter
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702023
ER  - 

TY  - CONF
AN  - 00974845
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Smithson, Leland D
AU  - Transportation Research Board
TI  - IMPLEMENTING SNOW AND ICE CONTROL RESEARCH
PY  - 2004/06
IS  - E-C063
SP  - p. 208-215
AB  - The user demand for year-round, all-weather mobility has created a great need to bring about change and improve the effectiveness of snow and ice control programs at state and local government levels.  The function of end-to-end snow and ice control research is to discover ways to bring about that change.  The term "end-to-end research" is used to describe a process that includes identification of research needs, the research, peer evaluation, and finally application of the research and validation of it in an operational setting.  This paper illustrates and documents how an important element of snow and ice control research progressed on this arduous trail and is now the state of the practice.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Implementation
KW  - Research
KW  - Snow and ice control
KW  - State of the practice
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702020
ER  - 

TY  - CONF
AN  - 00974847
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - TOKUNAGA, R A
AU  - Takahashi, N
AU  - Asano, M
AU  - Transportation Research Board
TI  - CONJOINT APPROACH AS CUSTOMER-BASED MEASUREMENT FOR WINTER WALKWAY MAINTENANCE IN THE SNOWIEST CITY OF JAPAN
PY  - 2004/06
IS  - E-C063
SP  - p. 237-247
AB  - A primary goal of the study was to identify residents' preference among a wide variety of walkway features in order to suggest an evaluation method for winter pedestrian mobility in Sapporo, the metropolitan city in Japan that receives the most snowfall.  The approach is basically about answering the following two questions:  How can transportation engineers recognize residents' diverse needs for pedestrian settings in winter?  How can professionals evaluate the quality of maintenance service resulting from the increase of public participation?  To answer these questions involved a critical reflection on the meaning of winter livability in Sapporo, and what it meant for the urban landscape to be a pedestrian-friendly winter environment.  Pedestrians' satisfaction level with different sidewalk conditions in winter was gauged through a self-administered survey based on the conjoint approach. Conducted at Sapporo's two main railroad stations, the study found that icy, uneven surfaces between crosswalks and sidewalks without antislipping procedures were the most difficult portions to walk for pedestrians.  Additionally, the results showed that pedestrians considered an icy or snowy sidewalk as the most important among a wide variety of winter walkway features; with or without antislipping procedures ranks the second.  This indicated that pedestrians would have liked to have antislipping procedures set on the sidewalk when walkways become slippery. Thus, the demonstrative finding can be thought as an explanation for the potential rewards of the conjoint approach to determine customer satisfaction in winter walkway maintenance.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Crosswalks
KW  - Customer satisfaction
KW  - Mobility
KW  - Pedestrians
KW  - Sapporo (Japan)
KW  - Sidewalks
KW  - Slipperiness
KW  - Surveys
KW  - Walkways
KW  - Winter
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702022
ER  - 

TY  - CONF
AN  - 00974844
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Ballard, L
AU  - Transportation Research Board
TI  - ANALYSIS OF ROAD WEATHER INFORMATION SYSTEM USERS IN CALIFORNIA AND MONTANA
PY  - 2004/06
IS  - E-C063
SP  - p. 190-207
AB  - A road weather information system (RWIS)--a network of weather stations, forecasting services, and the supporting infrastructure--has been used widely in the United States and Canada since the late 1980s.  Through separate projects with Montana Department of Transportation (DOT) and California Department of Transportation (Caltrans), Western Transportation Institute (WTI) collected information from road weather information users through surveys and interviews.  Montana DOT's survey, completed in September 2000, received responses from 89 Montana DOT maintenance personnel.  WTI conducted the Caltrans study in January 2002, and received responses from maintenance and traffic operations staff representing 11 of the 12 districts.  Although not identical, the surveys included questions in similar categories, including training; current use, methods, and data; station siting; and accuracy.  This paper summarizes the RWIS operations and user opinions in California and Montana and compares them with those reported by Wyoming DOT in 1998.  Specifically, this analysis discusses: RWIS user profiles; station siting and networking; weather information improvement ideas; perceived current and potential usefulness; training; and traffic operations and maintenance usage.  The objective of this analysis is to identify nationally applicable RWIS trends or improvements.  The information in this paper will be of interest and benefit to transportation officials who wish to gain a better understanding of users' perspectives on RWIS, identify areas of improvement for a state's RWIS, and learn about related experiences from other states.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - California
KW  - Improvements
KW  - Interviewing
KW  - Location
KW  - Montana
KW  - Road weather information systems
KW  - Surveys
KW  - Training
KW  - User benefits
KW  - User profiles
KW  - Utilization
KW  - Wyoming
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702019
ER  - 

TY  - CONF
AN  - 00974851
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Baroga, E V
AU  - Transportation Research Board
TI  - WASHINGTON STATE DEPARTMENT OF TRANSPORTATION'S 2002-2003 SALT PILOT PROJECT
PY  - 2004/06
IS  - E-C063
SP  - p. 282-295
AB  - During the winter of 2002-2003, the Washington State Department of Transportation (WSDOT) conducted a field evaluation that compared several aspects of using sodium chloride for highway snow and ice control and corrosion-inhibited snow and ice control chemicals.  Sections of highway were designated in which salt products (salt brine and rock salt) were the sole chemicals used. Similar sections of highway were designated in which corrosion-inhibited chemicals (corrosion-inhibited liquid calcium chloride, corrosion-inhibited liquid magnesium chloride, and corrosion-inhibited rock salt) were the sole chemicals used.  The cost of materials, equipment, and labor for sections in which salt was used was significantly less than like costs for those sections in which corrosion-inhibited chemicals were used.  The results, in terms of average roadway condition during inclement winter weather, were similar between highway sections where salt was used and highway sections where corrosion-inhibited chemicals were used.  The corrosion evaluation provided varied results based on different scenarios.  Corrosion was evaluated by exposing samples of steel, sheet aluminum, and cast aluminum to either salt or corrosion-inhibited chemicals and comparing corrosion rates on them.  Exposure of the metal samples was accomplished by attaching them to maintenance trucks, maintenance supervisor pick-up trucks, and roadside guardrail posts.  The basis to which the corrosion results are compared is a performance specification used by WSDOT and several other road maintenance organizations.  WSDOT specifies that corrosion-inhibited chemicals must be at least 70% less corrosive than salt.  A laboratory test that simulates environmental exposure to snow and ice control chemicals has traditionally been used to verify chemicals meet this specification.  Steel is typically the metal of choice in conducting this lab test.  The corrosion-inhibited chemicals generally come close to, meet, or exceed the 70% specification when tested on steel using the laboratory analysis.  Use of the corrosion-inhibited chemicals in the field evaluation did not meet the 70% specification in any comparison scenarios.  In some scenarios, the use of corrosion-inhibited chemicals resulted in some reductions in corrosion, and in other scenarios, their use resulted in more corrosion compared with the use of salt.  In the environmental evaluation, chloride levels found in roadside soils, surface water, and underlying groundwater were found to be generally low and well below any applicable regulatory standards or guidelines. No pattern was evident from this evaluation of increased contribution of chlorides to the roadside environment dependent on whether salt was used or corrosion-inhibited chemicals were used.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Calcium chloride
KW  - Chlorides
KW  - Corrosion
KW  - Costs
KW  - Deicing chemicals
KW  - Environmental impacts
KW  - Field tests
KW  - Magnesium chloride
KW  - Performance
KW  - Snow and ice control
KW  - Sodium chloride
KW  - Washington State Department of Transportation
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702026
ER  - 

TY  - CONF
AN  - 00974833
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Boselly, S E
AU  - Transportation Research Board
TI  - DEVELOPMENT OF ARROWS: AUTOMATED REAL-TIME ROAD WEATHER SYSTEM
PY  - 2004/06
IS  - E-C063
SP  - p. 58-59
AB  - Weather impacts nearly all highway maintenance activities. Consequently, maintenance managers and operators need accurate and reliable weather information in order to manage their resources effectively and efficiently.  In addition, these decision makers need to have weather information presented in a user-friendly manner so that they are not forced to try to integrate information from many sources in order to make decisions.  Under contract to the Washington State Department of Transportation (WSDOT), researchers at the University of Washington (UW) developed a capability to gather data from the many networks of weather instrumentation around the state.  They integrated these data into a user-friendly format and developed a website for data display.  The original website, called rWeather, is available on the Internet for public viewing, as well as for use by maintenance personnel.  The second generation of this product is available as the WSDOT Traffic and Weather page, also on the Internet.  However, neither rWeather nor the Traffic and Weather websites provide key forecast information needed by decision makers.  The UW researchers developed a new capability for maintenance operations decision making.  The product, the Automated Real-Time Road Weather System, takes numerical weather prediction output and presents the forecast information in a format for easy use and understanding by maintenance personnel.  The high-resolution modeled output, the integration of other weather information sources, and the development of the presentation format are described.  Initial results from the first winter's operational use by WSDOT personnel are also discussed.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Data integration
KW  - Decision making
KW  - Internet
KW  - Real time information
KW  - Road weather information systems
KW  - Washington State Department of Transportation
KW  - Weather
KW  - Weather forecasting
KW  - Websites (Information retrieval)
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702008
ER  - 

TY  - CONF
AN  - 00974837
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Bernstein, B C
AU  - Wolff, J K
AU  - Linden, S
AU  - Myers, W
AU  - Transportation Research Board
TI  - VERIFICATION OF THE ROAD WEATHER FORECAST SYSTEM RUN DURING THE 2003 DEMONSTRATION AT THE IOWA DEPARTMENT OF TRANSPORTATION
PY  - 2004/06
IS  - E-C063
SP  - p. 109-126
AB  - The Road Weather Forecast System (RWFS) was developed by the National Center for Atmospheric Research (NCAR) for the Federal Highway Administration's winter road maintenance decision support system (MDSS) project.  The RWFS, which is based on a data fusion technology that NCAR previously developed for general weather forecast applications, was reconfigured to generate specific forecasts for winter road maintenance routes by supplying this information to the U.S. Army Cold Regions Research and Engineering Laboratory's road temperature prediction system and a road condition treatment module developed by Massachusetts Institute of Technology's Lincoln Laboratory.  For such a system to provide useful information to road maintenance personnel, it must provide accurate forecasts of the weather and translate that to a reasonable representation of its impact on the road surface.  The RWFS attempts to objectively maximize forecast accuracy (minimize error) by blending output from standard and research numerical models with surface observations and statistical regressions.  Tuning of the system is done through comparison of model output with surface observations from National Weather Service meteorological aeronautical report (MESTAR) sites and Iowa Department of Transportation (DOT) road weather information system (RWIS) sites to provide optimized forecasts of both standard weather and extended highway parameters (e.g., road temperature) for departments of transportation.  Overall verification results from the first Iowa DOT RWFS demonstration are presented. Accuracy of RWFS forecasts of air temperature and precipitation type are examined through comparison with MESTAR and RWIS observations.  Road temperature forecasts resulting from the application of MDSS recommended road treatments (plowing, salting) are compared with RWIS measurements of road temperature.  A case study from a light snow event is presented to demonstrate some error sources and to compare MDSS recommended and actual Iowa DOT treatments.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Accuracy
KW  - Case studies
KW  - Data fusion
KW  - Decision support systems
KW  - Demonstration projects
KW  - Iowa Department of Transportation
KW  - Road weather information systems
KW  - Weather forecasting
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702012
ER  - 

TY  - CONF
AN  - 00974840
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Smithson, Leland D
AU  - Transportation Research Board
TI  - PROACTIVE SNOW AND ICE CONTROL TOOLBOX
PY  - 2004/06
IS  - E-C063
SP  - p. 153-157
AB  - The current state of the practice of snow and ice control is building on the solid elemental foundation laid in the early 1990s by the Strategic Highway Research Program (SHRP) and the winter maintenance international scanning tours conducted in 1994, 1998, and 2002.  The state of the art has moved from reactive snow and ice control (initiating operations after the snow or ice begin to form) to a focus on proactive snow and ice control (beginning operations before the storm to prevent the bonding of ice or snowpack to the pavement).  The proactive assault on winter is being launched simultaneously on three fronts:  Innovative interactive road weather information systems and anti-icing (RWIS/AI) training led by the American Association of State Highway and Transportation Officials; Maintenance decision support systems (MDSS) led by the Federal Highway Administration; and Development and evaluation of the next-generation snow and ice control equipment led by a consortium of state departments of transportation with the Iowa Department of Transportation.  These three things--innovative training to better understand modern road weather forecasts, MDSS to assist in bringing all the elements into consideration for an optimized snow and ice control strategy, and advanced technology equipment--are powerful and effective tools in the winter maintenance toolbox.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Decision support systems
KW  - Equipment
KW  - Road weather information systems
KW  - Snow and ice control
KW  - State of the art
KW  - State of the practice
KW  - Technological innovations
KW  - Training
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702015
ER  - 

TY  - CONF
AN  - 00974834
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Pilli-Sihvola, Y
AU  - LAHESMAA, J
AU  - Transportation Research Board
TI  - PROJECTED STATE OF ROAD WEATHER MONITORING IN FINLAND IN 2007
PY  - 2004/06
IS  - E-C063
SP  - p. 70-82
AB  - The aim of the projected road weather data monitoring project is to define the objective state of weather and road weather data monitoring for 2007.  The data in this context include road weather station data and camera pictures, satellite and radar pictures, weather forecasts in different forms, as well as data on road conditions and road weather forecasts.  The definition of the objective is a tool for developing the monitoring system. Six use cases of the monitoring system defined the requirements for the intended state.  The most important new requirements came from road maintenance quality control use case.  The most detailed requirements came from the traditional maintenance realization.  In addition the traffic control has its own requirements for those road sections with variable speed limits and information boards.  The present monitoring system meets many of the future requirements.  The projected state is illustrated by defining the new and enhanced parts of the system in 2007.  All together nine new parts were defined, including issues like enlarged and better-equipped road weather stations and camera network, improvements to data storages, processing, and presentation, and also a new centralized data transmission system for receiving and delivering road weather data.  In addition to the implementation projects a number of development ideas were proposed.  The most important future development items are road weather models and forecasts as well as floating car road weather monitoring.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Camera networks
KW  - Data communications
KW  - Data storage
KW  - Finland
KW  - Future
KW  - Information processing
KW  - Innovation
KW  - Monitoring
KW  - Probe vehicles
KW  - Road weather information systems
KW  - Weather
KW  - Weather forecasting
KW  - Weather stations
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702009
ER  - 

TY  - CONF
AN  - 00974836
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - McKittrick, L R
AU  - Adams, E E
AU  - Gauer, P
AU  - Mewes, J
AU  - Curran, A R
AU  - Transportation Research Board
TI  - FORECASTING TERRAIN-DEPENDENT WEATHER CONDITIONS: DETAILS OF A MODEL CHAIN SEQUENCE
PY  - 2004/06
IS  - E-C063
SP  - p. 95-108
AB  - To forecast terrain-dependent weather conditions with a focus on hazardous road conditions (such as icing and high winds), a model chain has been developed.  In this chain, a series of three weather modeling programs have been linked together, successively nesting the mesh of one regional model inside another.  The three programs in use are Eta, with computational analysis provided by the National Center for Environmental Prediction (NCEP); ARPS (Advanced Regional Prediction System), with computational analysis provided by Meridian Environmental Technology; and RadTherm/RT, with computational analysis provided by Montana State University (MSU).  Once Eta data are available, they are downloaded from NCEP servers to Meridian servers and used to run a sequence of ARPS models, to represent terrain-dependent changes in the meteorological conditions down to resolutions of 1 km.  As each analysis progresses, successive forecast conditions are written to files and passed to computational servers at MSU.  At MSU, these meteorological files are used to define environment conditions (such as long- and short-wave radiation, cloud cover, precipitation, and convective effects) in RadTherm.  Successive downloads are then used to run RadTherm models somewhat in parallel with, though slightly behind, each ARPS forecast.  As successive forecast models become complete, forecast data are graphed alongside real-time measured data and posted on the Internet.  To allow viewers to evaluate the validity of the current forecast, graphs corresponding to weather station sites are updated hourly, typically by extracting measured data from websites associated with the given station.  These same data sets can then be compared on a weekly basis for long-term performance evaluation and improvement.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Computer models
KW  - Internet
KW  - Meteorological phenomena
KW  - Real time information
KW  - Terrain
KW  - Weather forecasting
KW  - Websites (Information retrieval)
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702011
ER  - 

TY  - CONF
AN  - 00974841
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Ito, Y
AU  - Matsuzawa, M
AU  - Kajiya, Y
AU  - Transportation Research Board
TI  - PLANNING BLOWING-SNOW CONTROL FACILITIES ACCORDING TO DANGER ASSESSMENT: DEVELOPMENT OF A NEW HIGHWAY SNOWSTORM COUNTERMEASURE MANUAL
PY  - 2004/06
IS  - E-C063
SP  - p. 158-166
AB  - To maintain road traffic flow and safety in cold regions, it is particularly important to mitigate the visibility reduction and snowdrift formation induced by blowing snow.  The "Highway Snowstorm Countermeasure Manual," which was first published in 1990, addresses snowy roads in Japan, but it has neither included specific planning guidelines for blowing-snow countermeasures nor addressed blowing-snow countermeasures for new roads in the road planning stage.  In an effort toward developing systematic and efficient installation of blowing-snow control facilities, a planning method has been devised in which the degree of blowing-snow-induced danger is assessed numerically, plans for blowing-snow control measures are formulated according to a new procedure, the proper countermeasures are selected according to a detailed flowchart, and surveys for snow- and ice-related facilities are specified. This method is included in the newest revision of the "Highway Snowstorm Countermeasure Manual," where it is expected to be instrumental in helping road administrators in Hokkaido and other snowy regions of Japan to select and implement blowing-snow countermeasures for roads.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Blizzards
KW  - Countermeasures
KW  - Flow charts
KW  - Frigid regions
KW  - Hazard analysis
KW  - Japan
KW  - Manuals
KW  - Snow and ice control
KW  - Snowdrifts
KW  - Snowstorms
KW  - Visibility
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702016
ER  - 

TY  - CONF
AN  - 00974843
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - KNUDSEN, F
AU  - Transportation Research Board
TI  - QUALITY IMPROVEMENT OF WINTER SERVICE IN DENMARK
PY  - 2004/06
IS  - E-C063
SP  - p. 179-189
AB  - During Denmark's winter season, the usual number of days with snow is from 5 to 10, with a total snowfall of 30 to 50 cm.  A typical winter day will see a temperature of around 0 deg C, with thawing in the daytime and a slight frost at night.  This temperature pattern often creates a risk for a white frost on the roads in the early hours together with freezing wet road surfaces.  Thus on the main roads there is a yearly average of 95 salting actions, with a variation from season to season from 60 to 140 actions.  In Denmark the roads are administered by three authorities:  the state, counties, and municipalities. Among the municipalities the standard for winter services varies a lot; however, on the state and county roads service is provided throughout the country according to the following principles:  1) The decision of a call out is taken at county winter centrals.  The decision includes both county and state roads.  There are 13 winter centrals manned all hours to handle this task.  2) Private contractors carry out the salting and snow clearing, and they normally provide the drivers and equipment.  The spreaders and snowplows are owned by the road authorities.  3) The service objective always is to have "black road surfaces" (i.e., either dry surfaces or wet surfaces). Thus, preventive salting actions are carried out on the basis of prognoses for slippery roads.  In carrying out their task, the winter centrals have two essential tools, the road weather information system (RWIS) and Vinterman.  The operator at winter central uses the countrywide RWIS to survey the development in the weather and the road conditions.  The tool is essential in connection with call outs for salting and snow clearing.  When the decision is made, Vinterman is used for starting, surveying, managing, and following up on the call out.  At the same time, the system issues information to the traffic information center and the media so that road users can be updated on the situation.  In the development of the Danish RWIS and Vinterman systems great emphasis has been placed on enabling the systems to ensure the best possible quality in both decision and implementation of a call out.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Control systems
KW  - Decision making
KW  - Denmark
KW  - Implementation
KW  - Maintenance management
KW  - Road weather information systems
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702018
ER  - 

TY  - CONF
AN  - 00974835
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - WALLMAN, C-G
AU  - Transportation Research Board
TI  - THE WINTER MODEL: A WINTER MAINTENANCE MANAGEMENT SYSTEM
PY  - 2004/06
IS  - E-C063
SP  - p. 83-94
AB  - Road users are concerned with ice and snow on roads and streets. The main problems are increased accident risk and impaired accessibility.  To prevent--or at least decrease--the difficulties, road administrators perform various maintenance actions.  The actions are advantageous for road users but involve costs for the road administrators and negative effects for the environment.  To optimize maintenance efforts, the use of management systems should be applied.  The winter model project will result in a model for assessing the most important effects and the monetary value of alterations to winter maintenance strategies and operations in Sweden.  The effects are assessed for road users, road administrators, and the environment.  For road users, the main effects concern accessibility (in terms of vehicle speed and flow) and safety. By using simultaneous monitoring of road surface conditions and traffic, the relationship between speed and different roadway conditions has been established.  The speed reductions due to seven specified roadway conditions (moist, wet, hoarfrost/black ice, packed snow/thick ice, loose snow/slush, bare ground in the ruts, and black ice in the ruts) relative to the speed at dry bare conditions are generally significant.  The reduction can be as great as 20%.  No relationship for traffic flow could be established.  The average accident rate (accidents per million vehicle kilometers) during a winter season can be 16 times larger in black ice conditions than in dry road conditions.  The accident rate in ice and snow conditions has an exponential relation to the duration of the condition--for example, the shorter the duration, the higher the accident rate.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Accessibility
KW  - Black ice
KW  - Crash rates
KW  - Environmental impacts
KW  - Highway safety
KW  - Ice
KW  - Maintenance management
KW  - Optimization
KW  - Slush
KW  - Snow
KW  - Strategic planning
KW  - Sweden
KW  - Traffic flow
KW  - Traffic speed
KW  - Wet weather
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702010
ER  - 

TY  - CONF
AN  - 00974842
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - McCullouch, B
AU  - Belter, D
AU  - Konieczny, T
AU  - McClellan, T
AU  - Transportation Research Board
TI  - INDIANA WINTER SEVERITY INDEX
PY  - 2004/06
IS  - E-C063
SP  - p. 167-178
AB  - The Indiana Department of Transportation (DOT) created the Winter Operations Team (WOT) committee to address issues associated with winter activities.  Some of WOT's past activities have included developing its "Total Storm Management Manual" and studying the effectiveness of several chemicals used by Indiana DOT.  WOT determined that a winter severity index (WSI) would be helpful for several reasons.  A WSI could be used to compare the efforts of snow and ice removal between the different climatic zones in Indiana and to compare and analyze mild and severe winters.  It could also provide a quantitative method for determining what relationships exist between different weather events and snow and ice removal.  A subcommittee of the WOT was put together to study existing indices and to determine if one or a combination of indices could be used for Indiana DOT.  The recommendation was that if other WSIs did not work, then an index for Indiana DOT should be developed.  During development, the intent was to derive an index that did not require cumbersome and time-consuming data collection.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Climatic regions
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Maintenance management
KW  - Manuals
KW  - Snow and ice control
KW  - Weather
KW  - Winter maintenance
KW  - Winter severity index
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702017
ER  - 

TY  - CONF
AN  - 00974838
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Iivanainen, T
AU  - Pettersson, M
AU  - Transportation Research Board
TI  - QUALITY MANAGEMENT FOR ROAD WEATHER DATA
PY  - 2004/06
IS  - E-C063
SP  - p. 127-135
AB  - Accurate road weather data are a prerequisite for cost-effective winter maintenance and reliable information services.  Road weather data quality depend on several factors including properties of the road weather measuring device in use, as well as placement, assembly, and maintenance of the device.  The purpose of the project described is to ensure the quality of road weather information by developing a quality management system for the road weather information system in Finland.  The project started in the autumn of 2002.  From the very beginning, the quality standard ISO 9001:2000 was taken as a frame of reference for the work, as it serves a generally accepted framework for quality.  A project group was formed, members of which came from the Finnish Road Administration, winter maintenance organizations, measuring equipment assembly and maintenance service providers, the Finnish Meteorological Institute, and the authors as quality experts.  In the first phase of the project, from autumn 2002 through spring 2003, a quality manual for road weather system was prepared.  The second phase, started in autumn 2003, is an implementation phase, with the objective of ensuring that the activities within the system are carried out as described in the manual.  Moreover, some new software tools are introduced to support quality management.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Data collection
KW  - Data quality
KW  - Finland
KW  - Implementation
KW  - Manuals
KW  - Quality control
KW  - Road weather information systems
KW  - Software
KW  - Standards
KW  - Weather
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702013
ER  - 

TY  - CONF
AN  - 00974839
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - YAMADA, T
AU  - Sugimura, A
AU  - MARUYAMA, T
AU  - Transportation Research Board
TI  - RESEARCH ON THE LEVEL OF WINTER ROAD MANAGEMENT
PY  - 2004/06
IS  - E-C063
SP  - p. 139-152
AB  - This study focuses on the level of winter road management and analyzes regional characteristics, snow removal cost, and degree of road-user satisfaction to study the level of winter road management that should be provided in a heavy snow region.  The analysis revealed that, in the region studied, road surface snow cover had a great impact on driving speed and that driving speed differs between snow removal work sections.  It also showed that snow removal was adequate and economically efficient and that road users were not dissatisfied with road surface management. The results demonstrated that it was appropriate for driving speed to be an index of the level of road management in a heavy snow region and that local rules must be established for each snow removal section.  It has been proposed that it would be suitable to set this index on the premise that the present service level would be maintained.  It is assumed that it would be possible to achieve effective and efficient winter road management by setting this driving speed as the target for management of winter roads and by removing snow in order to provide specified benefits to road users.  In the future, many-sided analyses such as detailed traffic analysis including traffic accident analyses and interview surveys of road users must be performed to complete the data.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Costs
KW  - Customer satisfaction
KW  - Future
KW  - Japan
KW  - Level of service
KW  - Maintenance management
KW  - Regional planning
KW  - Research
KW  - Snow cover
KW  - Snow removal
KW  - Traffic speed
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702014
ER  - 

TY  - CONF
AN  - 00974829
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Pisano, Paul A
AU  - Stern, A D
AU  - Mahoney, W P
AU  - Myers, W L
AU  - Burkheimer, D
AU  - Transportation Research Board
TI  - WINTER ROAD MAINTENANCE DECISION SUPPORT SYSTEM PROJECT: OVERVIEW AND STATUS
PY  - 2004/06
IS  - E-C063
SP  - p. 3-17
AB  - For several years, the U.S. Federal Highway Administration (FHWA) Office of Transportation Operations Road Weather Management Program has been involved in the development of a guidance tool for winter road maintenance decision makers.  The tool, known as the maintenance decision support system (MDSS), is the culmination of work by a consortium of national laboratories, directed by FHWA with feedback from both the state departments of transportation and the private sector.  The MDSS combines advanced weather and road condition prediction with automated rules of practice to produce a customized and optimized set of treatment recommendations for winter road maintenance managers.  The potential payoff is higher mobility and safety on roadways, and more efficient and cost-effective use of staff, equipment, and chemicals.  The latter would produce a reduced impact on the environment.  This paper describes the history, development, and status of the MDSS project.  Preliminary results and lessons learned from a field demonstration, future development efforts, and the technology transfer plan is discussed.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Cost effectiveness
KW  - Decision support systems
KW  - Demonstration projects
KW  - Development
KW  - Environmental impacts
KW  - Future
KW  - Highway safety
KW  - Maintenance management
KW  - Mobility
KW  - Technology transfer
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702004
ER  - 

TY  - CONF
AN  - 00974831
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Blackburn, R R
AU  - Amsler, D E
AU  - Bauer, K M
AU  - Transportation Research Board
TI  - GUIDELINES FOR SNOW AND ICE CONTROL MATERIALS AND METHODS
PY  - 2004/06
IS  - E-C063
SP  - p. 31-49
AB  - Snow and ice control strategies and tactics (S&Ts) that employ solid and liquid chemicals, abrasives, and mechanical methods--individually or in combination--have been used by many different highway agencies throughout the world.  Research by the Strategic Highway Research Program, the Federal Highway Administration, the National Cooperative Highway Research Program and other organizations in the United States and other countries has addressed many of the issues associated with snow and ice control treatments.  However, widely accepted guidelines for selecting level-of-service driven roadway S&Ts for specific weather, site, and traffic conditions have not been developed. Without this information, the process of selecting treatment S&Ts that meet highway agencies' level of service objectives is difficult.  The results of a multiyear study conducted under NCHRP Project 6-13 are described.  Five snow and ice control S&T combinations were tested and evaluated under various ranges of weather, site, and traffic conditions found in North America.  A pavement ice condition index was developed for determining the overall effectiveness of a given snow and ice control S&T combination as well as effectiveness of within-storm and end-of-storm winter maintenance operations.  The field test results were used to develop a set of guidelines for selecting roadway S&Ts for a range of winter maintenance operating conditions.  The results were also used in developing snow and ice control material application rate guidelines.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Field tests
KW  - Guidelines
KW  - Level of service
KW  - Materials
KW  - North America
KW  - Procedures
KW  - Snow and ice control
KW  - Strategic planning
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702006
ER  - 

TY  - CONF
AN  - 00974828
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Transportation Research Board
TI  - SIXTH INTERNATIONAL SYMPOSIUM ON SNOW REMOVAL AND ICE CONTROL TECHNOLOGY
PY  - 2004/06
IS  - E-C063
SP  - 673 p.
AB  - The objective of this symposium was to provide a forum for the exchange of information about the state of the art and the state of the practice in research and technology applications to improve snow removal and ice control operations in transportation systems.  The symposium included papers and presentations on winter weather (information, models, and data quality); winter maintenance (policy, management, and performance); customers' perspectives on winter operations; environmental stewardship; winter maintenance vehicle advancements; bridge winter support systems; winter pavement temperatures and road conditions; material distribution, performance, and residual; and large-volume snow control. Maintenance managers, engineers, and researchers from the following countries presented their papers:  Canada, Denmark, Finland, Japan, New Zealand, Norway, Sweden, the United Kingdom, and the United States.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Anti-icing
KW  - Avalanches
KW  - Bridges
KW  - Conferences
KW  - Customer satisfaction
KW  - Deicing chemicals
KW  - Environmental stewardship
KW  - Intelligent vehicles
KW  - Maintenance equipment
KW  - Maintenance management
KW  - Pavements
KW  - Sanding
KW  - Snow and ice control
KW  - Snow fences
KW  - Snow removal
KW  - Snowdrifts
KW  - Snowplows
KW  - State of the art
KW  - State of the practice
KW  - Weather conditions
KW  - Winter
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702003
ER  - 

TY  - CONF
AN  - 00974830
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Yamagiwa, Yuji
AU  - Kajiya, Y
AU  - UEMURA, T
AU  - Transportation Research Board
TI  - DEVELOPMENT OF AN ADVANCED WINTER ROAD MANAGEMENT SUPPORT SYSTEM FOR GREATER SAPPORO
PY  - 2004/06
IS  - E-C063
SP  - p. 18-30
AB  - In the Greater Sapporo Area of Japan, road administrators spend large sums on winter road maintenance, which includes snow removal and antifreezing agent application.  For this reason it is important to improve the efficiency of such maintenance.  The Advanced Winter Road Management Support System is being developed to support decision-making in which snow removal and antifreezing agent application operations are conducted with due consideration of weather conditions.  A system prototype was tested from January to March 2003 by five snow removal contractors on national highways.  This system features a weather and road surface condition forecast, a road-icing index (probability of ice formation on road), an index for very slippery road surface emergence (occurrence probability of very slippery road surface), snow removal operation support guidance, anti-icing operation support guidance, and an emergency notification system.  It provided information via Internet at 18:00 every day.  In a questionnaire survey, trial users gave the system a somewhat low rating (2.4 on a 5.0-point scale, with 5.0 as the best).  This means the accuracy of road surface forecasts and the content of the provided information require improvement.  All the test users expressed a desire to obtain current conditions of road and weather and accurate forecasts for efficient and appropriate winter road maintenance operations.  Improvement and expansion of the system will be sought.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Accuracy
KW  - Anti-icing
KW  - Decision support systems
KW  - Deicing
KW  - Emergency communication systems
KW  - Icing
KW  - Internet
KW  - Maintenance management
KW  - Performance
KW  - Prototype tests
KW  - Sapporo (Japan)
KW  - Slipperiness
KW  - Snow removal
KW  - Weather forecasting
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702005
ER  - 

TY  - CONF
AN  - 00974832
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Toivonen, K
AU  - Kantonen, J
AU  - Transportation Research Board
TI  - FINNISH ROAD ADMINISTRATION'S WEB ROAD WEATHER PROJECT
PY  - 2004/06
IS  - E-C063
SP  - p. 50-57
AB  - The Finnish road weather information system (RWIS) has been gradually developed into an aid to winter maintenance. Recently, winter maintenance of the road network, especially in commissioning of maintenance, has undergone major changes in Finland.  Winter maintenance is being opened to competition, and the goal is that by the end of 2004 winter maintenance on all the public roads in Finland will be done by contractors selected through a bidding process.  The new method of operation put pressure on the Finnish RWIS.  It became necessary to make the RWIS and the information it contains available to all the contractors doing winter maintenance as easily and reliably as possible.  To satisfy this need, a Web Road Weather project was started in the beginning of 2000, which resulted in a new web-based application for users of road weather information. Technically the web server retrieves the information desired by the user application from the database and image product servers and sends it to the user.  Thus, the user does not have a direct connection to the Finnish Road Administration's data banks.  Web Road Weather is part of the Finnish Road Administration's extranet solution.  The extranet provides user identification and better information security.  The user and the user's Web Road Weather application communicate only with a separate extranet server.  The extranet server sees the Road Weather web services as its own and provides them as its own services to identified users with the correct user rights.  With this new application it is possible to monitor ten different kinds of weather images, camera images from 240 road weather cameras, and road weather information from 320 road weather stations.  The application is currently being used by both the Finnish Road Administration and external contractors.  Total user amount is already almost 300.
U1  - Sixth International Symposium on Snow Removal and Ice Control TechnologyTransportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Spokane, Washington StartDate:20040607 EndDate:20040609 Sponsors:Transportation Research Board; Washington State Department of Transportation; American Association of State Highway and Transportation Officials; and Federal Highway Administration.
KW  - Contractors
KW  - Extranet server
KW  - Finland
KW  - Road weather information systems
KW  - Security
KW  - Websites (Information retrieval)
KW  - Winter maintenance
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec063.pdf
UR  - https://trid.trb.org/view/702007
ER  - 

TY  - RPRT
AN  - 01001262
AU  - Tayebali, Akhtarhusein A
AU  - Huang, Yuanxiong
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Material Characterization and Performance Properties of Superpave Mixtures
PY  - 2004/05/31/Final Report
SP  - 175p
AB  - The primary objectives of this research study were to characterize properties of two North Carolina Department of Transportation (NCDOT) Superpave mixes with regard to fatigue distress, and to develop phenomenological fatigue relationships for these mixes based on various levels of strain, asphalt content, air void content, and temperatures.  Of particular importance was the sensitivity of the Superpave mixes to asphalt content and air void content that are usually expected in-situ.  Fatigue characterization of typical pavement sections using NCDOT fatigue models and using mechanistic analysis procedure suggests that the pavement fatigue life is sensitive to the mix variables and test temperatures considered in this study.  A decrease in asphalt content by 0.5% (by weight of the mix) results in an 18 to 25% decrease in fatigue life.  An increase of 2% in air void content reduced pavement life by about 40% for SP 12.5-mm mixes, and by almost 60% for SP 19-mm mixes.  An increase in temperature was found to result in a decrease in fatigue life of the pavement section under consideration, although fatigue testing was conducted in controlled-strain mode-of-loading.  A 5 deg C increase in temperature results in about 25% reduction in pavement life.  Based on the overall result of the analysis, it appears that SP 19-mm mix is more sensitive to mix and test variables as compared to the SP 12.5-mm mix.
KW  - Air voids
KW  - Asphalt content
KW  - Fatigue (Mechanics)
KW  - Mechanistic design
KW  - Mix design
KW  - Pavement distress
KW  - Service life
KW  - Strain (Mechanics)
KW  - Superpave
KW  - Temperature
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2001-15FinalReport.pdf
UR  - http://ntl.bts.gov/lib/25000/25000/25042/2001-15FinalReport.pdf
UR  - https://trid.trb.org/view/756901
ER  - 

TY  - RPRT
AN  - 00977132
AU  - Rangaraju, P
AU  - Konda, S
AU  - Gode, P
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - INVESTIGATION INTO ASR POTENTIAL OF AGGREGATES IN THE UPSTATE AREA OF SOUTH CAROLINA
PY  - 2004/05/31
SP  - 65 p.
AB  - Following the premature deterioration of concrete in the aprons of Greenville-Spartanburg airport, the South Carolina Department of Transportation initiated a study to determine the alkali-silica reaction (ASR) potential of representative aggregate sources in the upstate region of South Carolina.  This report describes in detail the scope of the research program, aggregates and cements used in the study, test procedures employed, results, analysis, conclusions and recommendations from this study.  Four different aggregate sources in combination with six different portland cements were tested according to the ASTM C 1260 test procedure (Accelerated Mortar Bar Test).  Petrographic and SEM-EDX investigations were conducted on selected specimens that exhibited excessive expansions in the ASTM C 1260 tests.  Based on this study, Blacksburg aggregate was found to be mild to moderately reactive.  Lyman, Lakeside and Pacolet aggregate did not exhibit significant expansion in the ASTM C 1260 tests and are considered to be non-reactive.  Modified ASTM C 1260 tests were conducted on Blacksburg aggregate to evaluate the effectiveness of Class F fly ash and silica fume to mitigate effects of ASR. Based on these studies both fly ash and silica fume were found to be effective in mitigating the effects of ASR.
KW  - Accelerated tests
KW  - Aggregates
KW  - Aggregates by source
KW  - Alkali silica reactions
KW  - Concrete
KW  - Deterioration
KW  - Fly ash
KW  - Petrography
KW  - Portland cement
KW  - Reactive aggregates
KW  - Silica fume
KW  - South Carolina
UR  - https://trid.trb.org/view/703205
ER  - 

TY  - RPRT
AN  - 01379830
AU  - Corven, John
AU  - Moreton, Alan
AU  - Corven Engineering, Incorporated
AU  - Federal Highway Administration
TI  - Post-Tensioning Tendon Installation and Grouting Manual
PY  - 2004/05/26/Final Report
SP  - 172p
AB  - This Manual includes state-of-the-art information relative to materials, post-tensioning systems, construction practices and grouting of post-tensioning tendons for bridges.  The Manual is targeted at Federal, State and local transportation departments and private company personnel that may be involved in the design, inspection, construction, or maintenance of bridges that contain post-tensioning tendons.  This Manual will serve as a reference and guide to designers, inspectors and construction personnel for post-tensioning materials, installation and grouting of bridge tendons.  The document is part of the Federal Highway Administration's national technology deployment program and may serve as a training manual.
KW  - Bridges
KW  - Construction management
KW  - Grouting
KW  - Inspection
KW  - Installation
KW  - Maintenance
KW  - Manuals
KW  - Posttensioning
KW  - State of the art
KW  - Tendons (Materials)
UR  - https://www.fhwa.dot.gov/bridge/pt/pt.pdf
UR  - https://trid.trb.org/view/1147533
ER  - 

TY  - RPRT
AN  - 00988075
AU  - Perkins, S W
AU  - Christopher, B R
AU  - Cuelho, E L
AU  - Eiksund, G R
AU  - Hoff, Inge
AU  - Schwartz, C W
AU  - Svano, G
AU  - Watn, A
AU  - Montana State University, Bozeman
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF DESIGN METHODS FOR GEOSYNTHETIC REINFORCED FLEXIBLE PAVEMENTS
PY  - 2004/05/25
SP  - 284 p.
AB  - Base reinforcement in pavement systems using geosynthetics has been found under certain conditions to provide improved performance. Current design methods for flexible pavements reinforced with a geosynthetic in the unbound aggregate base layer are largely empirical methods based on a limited set of design conditions over which test sections have been constructed. These design methods have been limited in use due to the fact that the methods are not part of a nationally recognized pavement design procedure, the methods are limited to the design conditions in the test sections from which the method was calibrated, and the design methods are often times proprietary and pertain to a single geosynthetic product. The first U.S. nationally recognized mechanistic-empirical design guide for flexible pavements is currently under development and review (NCHRP Project 1-37A, NCHRP 2003). The purpose of this project was to develop design methods for geosynthetic reinforced flexible pavements that are compatible with the methods being developed in NCHRP Project 1-37A. The methods developed in this project, while compatible with the NCHRP 1-37A Design Guide, are sufficiently general so as to allow the incorporation of these methods into other mechanistic-empirical design methods. The design components addressed in this project include material and damage models for the different layers of the pavement cross section, incorporation of reinforcement into a finite element response model, and the development of response model modules that account for fundamental mechanisms of reinforcement. Mechanistic material models are required for all components of the pavement cross section included in the finite element response model. Material models from the NCHRP 1-37A Design Guide for the asphalt concrete, and the unbound aggregate and subgrade layers are used in this study. Additional material models for the unbound aggregate layer are also examined. Material models for components associated with the reinforcement are developed in this project. These include a material model for the reinforcement itself, and an interface shear interaction model for the reinforcement-aggregate and reinforcement-subgrade interaction surfaces. Along with these material models, testing methods providing parameters for use in the material models have been examined and preliminarily evaluated. These testing methods include tension tests for evaluating non linear direction dependent elastic constants for the reinforcement and cyclic pullout tests for evaluating a stress dependent interface shear resilient modulus. These tests have been devised to provide parameters pertinent to small strain and displacement conditions present in pavement applications.
KW  - Aggregates
KW  - Asphalt concrete
KW  - Base course (Pavements)
KW  - Cyclic tests
KW  - Design methods
KW  - Dislocation (Geology)
KW  - Empirical methods
KW  - Finite element method
KW  - Flexible pavements
KW  - Geosynthetics
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement performance
KW  - Pull out test
KW  - Reinforcing materials
KW  - Shear modulus
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Subgrade (Pavements)
KW  - Tension tests
UR  - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=426202_Final_Report.pdf
UR  - https://trid.trb.org/view/753717
ER  - 

TY  - ABST
AN  - 01460835
TI  - Research for AASHTO Standing Committee on Highways. Task 178. Evaluation and Update of NCHRP Project 24-08
AB  - This study will identify bridge scour research completed or initiated in the last six years and compare the findings with the recommendations from the NCHRP Project 24-08, Scour at Bridge Foundations:  Research Needs study completed in 1997.  The 1997 recommendations will be updated to include recently completed research as well as emerging research needs.
KW  - Bridge foundations
KW  - Bridges
KW  - Foundations
KW  - National Cooperative Highway Research Program
KW  - Recommendations
KW  - Research projects
KW  - Scour
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1522
UR  - https://trid.trb.org/view/1229053
ER  - 

TY  - ABST
AN  - 01458337
TI  - Integrated Program for the Interactive Highway Safety Design Model (IHSDM) snd Safety Research
AB  - There are two main parts to this project, one involving the IHSDM and a second involving several research tasks associated with human factors and transportation safety. Goals for the IHSDM are to: (1) conduct a user evaluation of the IHSDM interface, (2) conduct a user requirements analysis to identify functional enhancements to the DVM, and (3) specify revisions to the current DVM to incorporate a heavy vehicle component and other functionality enhancements. Goals for the safety research program are to gain a better understanding of driver attitudes and behavior regarding intersections and available countermeasures, and use this information to: (1) conduct driver/intersection task analyses and other intersection analyses, and (2) conduct literature searches in human factors transportation safety research areas.
KW  - Behavior
KW  - Drivers
KW  - Heavy vehicles
KW  - Highway safety
KW  - Human factors
KW  - Research projects
KW  - Transportation safety
KW  - User interfaces (Computer science)
UR  - https://trid.trb.org/view/1226548
ER  - 

TY  - RPRT
AN  - 00974972
AU  - Pendyala, R M
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - PHASED IMPLEMENTATION OF A MULTIMODAL ACTIVITY-BASED TRAVEL DEMAND MODELING SYSTEM IN FLORIDA. VOLUME II: FAMOS USERS GUIDE
PY  - 2004/05/19
SP  - v.p.
AB  - This report is a users guide for the Florida Activity Mobility Simulator (FAMOS) software developed as part of the referenced contract.  The software is a user-friendly program that can be used to simulate individual activity-travel patterns for a region.  This model system is one of the first implementations of the new wave of activity-based microsimulation model systems being developed around the world to improve and enhance the capabilities of travel demand forecasting models.  The users guide provides details on the database formats and structure, software operations and capabilities, model specifications and parameters, and validation results.  The users guide comes with a CD that has the setup file for the fully functional software. FAMOS consists primarily of two components, a population synthesizer for generating a synthetic population in a region, and a prism-constrained activity-travel simulator for simulating individual activity-travel records and patterns.  The software provides the ability to aggregate the activity-travel records to produce origin-destination trip tables by trip purpose, mode, and time of day that can be used in conjunction with any traditional or emerging traffic assignment algorithm to obtain link volumes.  The development and implementation of FAMOS demonstrates the feasibility of applying activity-based microsimulation model systems for urban area travel demand forecasting in a multimodal context.
KW  - Activity based modeling
KW  - Activity choices
KW  - Computer program documentation
KW  - Econometric models
KW  - Florida
KW  - Forecasting
KW  - Microsimulation
KW  - Software
KW  - Statistical analysis
KW  - Time space constraints
KW  - Travel behavior
KW  - Travel demand
KW  - Travel patterns
KW  - Travel surveys
UR  - http://www.public.asu.edu/~rpendyal/FAMOS%20Users%20Guide.pdf
UR  - https://trid.trb.org/view/698529
ER  - 

TY  - ABST
AN  - 01460822
TI  - Parts I and II of the Highway Safety Manual
AB  - The objective of the research is to prepare Parts I (Chapter 2) and II (Chapters 3-7) of the Highway Safety Manual.
KW  - Highway design
KW  - Highway operations
KW  - Highway planning
KW  - Highway safety
KW  - Manuals
KW  - National Cooperative Highway Research Program
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=453
UR  - https://trid.trb.org/view/1229040
ER  - 

TY  - ABST
AN  - 01548864
TI  - Alternatives to Design Speed for Selection of Roadway Design Criteria
AB  - The objective of this research is to recommend comprehensive improvements or augmentations to the design-speed approach for setting geometric design criteria. This research is intended to apply to all types of roads.
KW  - Alignment
KW  - Design speed
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=405
UR  - https://trid.trb.org/view/1336336
ER  - 

TY  - RPRT
AN  - 00987774
AU  - Battelle Memorial Institute
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF UTAH TRANSIT AUTHORITY'S CONNECTION PROTECTION SYSTEM
PY  - 2004/05/12
SP  - v.p.
AB  - The Utah Transit Authority (UTA) implemented a Connection Protection (CP) system to improve the reliability of transfers from the higher frequency light rail TRAX trains to the lower frequency bus services.  The CP system examines the status of TRAX trains and issues a "hold at (station name) until (time)" message to buses waiting at the connecting rail stations via the bus' onboard Mobile Data Terminal (MDT), if the lateness of the train is within a pre-determined threshold (e.g., three minutes).  The system was completed and tested in January 2002 prior to the Winter Olympic Games in Salt Lake City.  The successful implementation and operation of the CP system has received attention from the Federal Transit Administration (FTA) and the U.S. Department of Transportation Intelligent Transportation System (ITS) Joint Program Office (JPO) to warrant a national evaluation study.  The objectives of the evaluation are to assess and document the performance of the CP system and share the experience and lessons learned with UTA and other agencies that may be considering a similar system. Battelle was selected in September 2002 to conduct the evaluation.  This report is one in a series of documents produced by this evaluation.  This report focuses on the results of the specific evaluation activities and provides conclusions based on the findings from the analysis of system performance and feedback from users, and recommendations for making further improvements to the CP system.
KW  - Bus transit
KW  - Connection protection system (Transit)
KW  - Customer satisfaction
KW  - Evaluation and assessment
KW  - Improvements
KW  - Light rail transit
KW  - Mobile communication systems
KW  - Performance
KW  - Recommendations
KW  - Transfers
KW  - Utah Transit Authority
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14074.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14074_files/14074.pdf
UR  - https://trid.trb.org/view/753939
ER  - 

TY  - RPRT
AN  - 00988043
AU  - Federal Highway Administration
AU  - Battelle Memorial Institute
TI  - EVALUATION OF UTAH TRANSIT AUTHORITY'S CONNECTION PROTECTION SYSTEM
PY  - 2004/05/12
SP  - v.p.
AB  - The Utah Transit Authority (UTA) implemented a Connection Protection (CP) system to improve the reliability of transfers from the higher frequency light rail TRAX trains to the lower frequency bus services. The CP system examines the status of TRAX trains and issues a "hold at {station name} until {time}" message to buses waiting at the connecting rail stations via the bus' onboard Mobile Data Terminal (MDT), if the lateness of train is within a pre-determined threshold (e.g., 3 minutes). The system was completed and tested in January 2002 prior to the Winter Olympic Games in Salt Lake City. The successful implementation and operation of the CP system has received attention from the Federal Transit Administration (FTA) and the U.S. Department of Transportation (USDOT) Intelligent Transportation System (ITS) Joint Program Office (JPO) to warrant a national evaluation study. The objectives of the evaluation are to assess and document the performance of the CP system and share the experiences and lessons learned with other agencies that may be considering a similar system.
KW  - Advanced public transportation systems
KW  - Bus transit
KW  - Connection protection system (Public transit)
KW  - Intelligent transportation systems
KW  - Light rail transit
KW  - Mobile communication systems
KW  - Performance
KW  - Public transit
KW  - Schedule maintenance
KW  - Transfers
KW  - Utah
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14074.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14074_files/14074.pdf
UR  - https://trid.trb.org/view/753942
ER  - 

TY  - RPRT
AN  - 00979952
AU  - Tadros, M K
AU  - Sun, C
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - NU-DECK PRECAST DECK PANELS & INNOVATIVE BRIDGE RESEARCH AND CONSTRUCTION
PY  - 2004/05/10
SP  - 137 p.
AB  - Most of the deficiency in existing stringer-type bridges lie in deterioration of the bridge deck.  Cast-in-place reinforced concrete decks experience cracking shortly after construction due to large differential creep and shrinkage with the supporting beams, and due to the temperature drop experienced during the hydration cycle.  The NUDECK (Nebraska University) system is a full-depth precast/prestressed concrete bridge deck panel system.  The combination of high performance precast concrete, where little creep and shrinkage occur after the deck is made composite with the beams, and two-way prestressing assure continued pre-compression of the deck during its life. With this system, construction time and inconvenience to the traveling public are both greatly reduced.  Implementation of this system in the design and construction of the Skyline Bridge (89 ft + 125 ft with a 25 deg skew) in Omaha, Nebraska is presented.
KW  - Bridge decks
KW  - Bridge design
KW  - Construction
KW  - High performance concrete
KW  - Omaha (Nebraska)
KW  - Panels
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Timesaving methods
UR  - https://trid.trb.org/view/740730
ER  - 

TY  - ABST
AN  - 01460645
TI  - Technologies to Improve Consideration of Environmental Concerns in Transportation Decisions
AB  - As a continuation of NCHRP 25-22, this phase of the project endeavors to advance the use of current and emerging technologies to facilitate inclusion of environmental considerations in the transportation decision-making process. Successful transportation decision making requires an integration of environmental, engineering, social, and economic information. Informed decisions conserve environmental resources, avoid litigation, reduce project delays and costs, and increase public understanding and trust. Current and emerging advancements in technology provide an opportunity to improve such decision making. However, advanced analysis, communication, and presentation tools are generally not used to enhance the inclusion of environmental considerations in the planning, design, construction, operations, and maintenance activities of state transportation agencies. These tools include multimedia communications, computer modeling, remote sensing, spatial information systems, and Internet applications. Failure to use these tools is caused by inadequate knowledge of the capability, applicability, affordability, compatibility, availability, and functionality of these technologies.  NCHRP Project 25-22, completed in 2001, identified, critiqued, and showcased current and emerging technologies that support the integration of environmental considerations into transportation planning, design, construction, maintenance, and operations. Included in the NCHRP 25-22 report is a fictional case study used to demonstrate 26 technology applications that were identified as promising for improving consideration of environmental concerns in transportation planning and project development processes.  Using findings from NCHRP 25-22, the continuation of this project NCHRP 25-22 (02) will identify, profile, and demonstrate eight existing technological applications of technology in cooperation with State Departments of Transportation ( DOTs). A feasibility assessment and sensitivity analysis of these selected applications will be performed to evaluate factors such as their compatibility, universal applicability and potential usefulness to DOTs and other public agencies, and their ease of implementation in terms of user-interface, ad timeframe, budgetary, and equipment requirements.
KW  - Construction
KW  - Design
KW  - Environmental design
KW  - Environmental policy
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Operations
KW  - Research projects
KW  - State departments of transportation
KW  - Technology
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=756
UR  - https://trid.trb.org/view/1228863
ER  - 

TY  - ABST
AN  - 01557255
TI  - Research for the AASHTO Standing Committee on Planning. Task 44. Multi-State MPOs: Approaches, Cases, and Institutional Arrangements
AB  - Based on the results of the 2000 Census, the number and size of Metropolitan Planning Organizations (MPOs) that cross-state boundaries is projected to increase. Because state laws, and the jurisdictional and financial structure of MPOs, differ between states, the institutional and organizational structures for these multi-state MPO's have become complex.  This research provides insight on how various organizational structures perform, and the best approaches to developing new or expanded MPOs to best meet the challenges of their growing urban areas in a multi-jurisdictional environment.  It provides a review of the various methods that have been used to develop these structures and the resulting organizational relationships. This research was conducted by surveying existing multi-state MPOs and data on organizational development and structure was summarized and quantified as to effectiveness and utility.  Case studies were developed from a limited number of areas exhibiting best practice characteristics, and an executive summary on best practice approaches is provided.
KW  - Best practices
KW  - Metropolitan planning organizations
KW  - Organizational effectiveness
KW  - State departments of transportation
KW  - Surveys
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1258
UR  - https://trid.trb.org/view/1346915
ER  - 

TY  - ABST
AN  - 01458804
TI  - Congestion Measurement System
AB  - The objective of this project is to determine the potential and probability that cell phone signals from moving vehicles can continuously and anonymously measure congestion on terms of speed and volume at specific locations. Part 1 of the study will investigate feasibility, requirements, and contract process determination. Assuming Part 1 is successful, Part 2 will consist of demonstrations, refinement, and finalization of the study.
KW  - Cellular telephones
KW  - Feasibility analysis
KW  - Location
KW  - Research projects
KW  - Traffic congestion
KW  - Traffic speed
KW  - Traffic volume
UR  - https://trid.trb.org/view/1227016
ER  - 

TY  - ABST
AN  - 01549321
TI  - AASHTO LRFD Specifications for Serviceability in the Design of Bridge Foundations
AB  - The objective of this project is to develop and calibrate procedures and specifications for serviceability design of bridge foundations. These procedures and specifications shall be suitable for recommendation for inclusion in the AASHTO LRFD Bridge Design Specifications.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridges
KW  - Foundations
KW  - National Cooperative Highway Research Program
KW  - Serviceability
KW  - Specifications
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=355
UR  - https://trid.trb.org/view/1339637
ER  - 

TY  - ABST
AN  - 01460819
TI  - Traffic Safety Evaluation of Nighttime and Daytime Work Zones
AB  - The objectives of this research are to (1) determine the crash rates for nighttime and daytime work zones, (2) determine the nature of traffic-related crashes in nighttime and daytime work zones and identify similarities and differences, (3) develop management practices that promote safety and mobility in nighttime and daytime work zones, and (4) develop work-zone crash reporting recommendations to further improve the data collected on work-zone crashes.
KW  - Crash rates
KW  - Daytime crashes
KW  - National Cooperative Highway Research Program
KW  - Nighttime crashes
KW  - Research projects
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=456
UR  - https://trid.trb.org/view/1229037
ER  - 

TY  - RPRT
AN  - 01547292
AU  - Williams, Stacy G
AU  - Hall, Kevin  D
AU  - University of Arkansas, Fayetteville
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - Improvements to the ROADHOG Overlay Design Program
PY  - 2004/05//Final Report
SP  - 33p
AB  - The ROADHOG overlay design system and associated computer program has been used by the Arkansas State Highway and Transportation Department {AHTD} for the design of flexible pavement overlays. The program is based on the results of research conducted for AHTD and has been through two modifications since its original inception. While the technical aspects of the program continued to meet expectations, the program itself needed updating. AHTD acquired a new falling weight deflectometer (FWD) in the 1990s, which uses a file format that is not compatible with the original version of ROADHOG. In addition, the original ROADHOG software was written in a DOS-based computer language that would not run consistently on Windows-based personal computers. Finally, a revision could provide additional features to assist designers with overlay designs and provide researchers an opportunity to re-investigate some of the basic relationships underlying the computational algorithms contained in ROADHOG. The two primary global objectives for the proposed research included completely upgrading the existing ROADHOG computer program into an Excel based, interactive system; the second involved incorporating identified improvements to the existing ROADHOG system. In general, all project objectives were met. The ROADHOG system was programmed into Microsoft"' EXCEL® for ease of use. A new, more streamlined equation was developed for estimating the effective structural number of an existing flexible pavement, The sensitivity of ROADHOG to the (required) input of existing pavement thickness was evaluated; it appears that a one-Inch difference in input existing pavement thickness results in a difference in recommended overlay thickness ranging from 0.05 to 0.2 inches. Comparisons to the ELMOD system Indicated that ROADHOG continues to provide reasonable overlay thicknesses comparable to those provided by the ELMOD "basin fit" procedure. A user's guide for ROADHOG was developed to aid designers in using the Excel based system.
KW  - Computer program documentation
KW  - Computer programs
KW  - ELMOD (Computer program)
KW  - Flexible pavements
KW  - Microsoft Excel (Software)
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - ROADHOG (Computer program)
KW  - Thickness
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200209.pdf
UR  - https://trid.trb.org/view/1333239
ER  - 

TY  - RPRT
AN  - 01516538
AU  - Lee, Esther
AU  - Osten, Linda
AU  - Simpson, Robert
AU  - Smith, Robin
AU  - Thomas, John
AU  - Young, Felicia
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Domestic Scan Tour II Report Integration of Land Use and Transportation Planning: Lessons Learned from the Second Domestic Scan Tour
PY  - 2004/05
SP  - 28p
AB  - Transportation infrastructure and land use guidelines create the framework within which communities evolve. To more closely examine local efforts to integrate transportation and land use policies, the Federal Highway Administration (FHWA) sponsored a series of domestic scan tours. Modeled after the international scan tour, these domestic scan tours were designed to obtain, highlight, and share successful processes, methodologies, and practices concerning the integration of local and regional transportation and land use planning within the United States. The first domestic scan tour took place in October 2002, and focused on projects in high-growth areas of the western United States. The projects were aimed at reducing inefficient development patterns, preserving existing infrastructure, and enhancing environmental and community assets. The first domestic scan tour team visited projects associated with FHWA's Transportation and Community and System Preservation Pilot (TCSP) Program in Denver, Colorado, Salt Lake City, Utah, and Teton County, Wyoming. The second domestic scan tour took place in November 2003, and focused on communities in the southeastern states of Florida, North Carolina, and Tennessee. The projects emphasized the redesign, redevelopment, and retrofitting of roadway corridors through the use of innovative planning techniques.
KW  - Highway corridors
KW  - Infrastructure
KW  - Land use
KW  - Regional planning
KW  - Transportation planning
KW  - United States
UR  - http://www.planning.dot.gov/Documents/DomesticScan/domscan2.htm
UR  - https://trid.trb.org/view/1290275
ER  - 

TY  - RPRT
AN  - 01473239
AU  - Bartlett, Steven F
AU  - Lee, Hap Sok
AU  - University of Utah, Salt Lake City
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Estimation of Compression Properties of Clayey Soils, Salt Lake Valley, Utah
PY  - 2004/05//Technical Report
SP  - 56p
AB  - This report shows that the compressibility properties (Cc and CR) of the lake deposits found in the Salt Lake Valley can be reasonably predicted from the natural moisture content and the initial void ratio. Analyses are performed and regression equations developed using geotechnical data obtained from the I-15 Reconstruction Project in Salt Lake City, Utah.
KW  - Compression tests
KW  - Geotechnical engineering
KW  - Moisture content
KW  - Regression analysis
KW  - Salt Lake City (Utah)
KW  - Settlement (Structures)
KW  - Soft clays
KW  - Void ratios
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=10983
UR  - https://trid.trb.org/view/1243874
ER  - 

TY  - JOUR
AN  - 01390812
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rodriguez, E
AU  - Ferragut, T
TI  - Insights from abroad [investigating emerging technologies]
PY  - 2004/05
VL  - 67
IS  - 6
SP  - 53-8
KW  - Innovation
KW  - Innovation
KW  - International comparison
KW  - International comparison
KW  - Research
KW  - Research and development
KW  - Technology transfer
KW  - Technology transfer
KW  - Transport planning
KW  - Transportation planning
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/08.cfm
UR  - https://trid.trb.org/view/1158578
ER  - 

TY  - JOUR
AN  - 01390811
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Battles, S
TI  - Congestion is the challenge [work zone delays]
PY  - 2004/05
VL  - 67
IS  - 6
SP  - 50-2
KW  - Construction site
KW  - Delay
KW  - Highway traffic control
KW  - Intelligent transport systems (ITS)
KW  - Intelligent transportation systems
KW  - Lane closure
KW  - Road closure
KW  - Traffic congestion
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic diversion
KW  - Traffic diversion
KW  - Traffic management
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/07.cfm
UR  - https://trid.trb.org/view/1158577
ER  - 

TY  - JOUR
AN  - 01390810
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Lord, B N
TI  - Building a better mousetrap [technology transfer in the road industry]
PY  - 2004/05
VL  - 67
IS  - 6
SP  - 28-34
KW  - Business
KW  - Concrete
KW  - Concrete
KW  - Forms of business or industry
KW  - Highway operations
KW  - Innovation
KW  - Innovation
KW  - Road construction
KW  - Road construction
KW  - Road management
KW  - Roundabout
KW  - Roundabouts
KW  - Stone mastic asphalt (SMA)
KW  - Stone matrix asphalt
KW  - Technology transfer
KW  - Technology transfer
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/05.cfm
UR  - https://trid.trb.org/view/1158576
ER  - 

TY  - JOUR
AN  - 01390809
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, K A
TI  - Sometimes quality is in the eye of the beholder [successful road projects]
PY  - 2004/05
VL  - 67
IS  - 6
SP  - 8-17
KW  - Highway design
KW  - Highway maintenance
KW  - Highway operations
KW  - Highway safety
KW  - Project management
KW  - Project management
KW  - Public opinion
KW  - Public opinion
KW  - Quality control
KW  - Quality control
KW  - Road construction
KW  - Road construction
KW  - Road improvement
KW  - Road management
KW  - Road safety
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/02.cfm
UR  - https://trid.trb.org/view/1158575
ER  - 

TY  - RPRT
AN  - 01334412
AU  - Bailey, Daniel N
AU  - Weinberg, David L
AU  - Lawrence, John W
AU  - Lore, Robert
AU  - Hilgartner, William
AU  - A. D. Marble and Company
AU  - Dewberry-Goodkind, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Byways to the Past Technical Series, Volume 10: Hoopes House. From Log House to Brick Mansion, Continuity and Contradiction in Quaker Life and Thought: Data Recovery at the Hoopes House Site, 36Ch732: Intersection Improvement, S.R. 0041, Section S56, London Grove Township, Chester County, Pennsylvania
PY  - 2004/05//Cultural Resources Report
SP  - 160p
AB  - This report presents the results of a Phase III Data Recovery Investigation on the Hoopes House Site, 36Ch732, an eighteenth- to nineteenth-century Quaker farmstead site in London Grove Township, Chester County, Pennsylvania. A.D. Marble & Company of Conshohocken, Pennsylvania performed the fieldwork portion of this study during July and August 2003. This work was conducted as part of Section 106 compliance requirements for the mitigation of adverse effects to this National Register-eligible site as proposed for the intersection improvements to S.R. 0041 Section S56 at S.R. 3026. The combined Phase II/III investigations produced 4,676 artifacts, 823 faunal remains and 217 floral specimens. The primary fieldwork result of the Phase III Investigation was the discovery of the original dwelling that once stood in the study area. This log and stone dwelling was built in two phases: ca. 1730-40 and ca. 1774. Finding this original structure helped to place into context the stratified sheet midden and refuse feature identified during the Phase II. Additionally, remote sensing ground-penetrating radar tentatively identified the footprint of the original Gap-Newport Road, which traversed the site between the extant 1786 brick house and the circa-1730 dwelling.
KW  - Archaeological surveying
KW  - Artifacts
KW  - Chester County (Pennsylvania)
KW  - Highway planning
KW  - Historic sites
KW  - Improvements
KW  - Intersections
UR  - https://trid.trb.org/view/1097805
ER  - 

TY  - RPRT
AN  - 01139444
AU  - TDC Partners, Limited
AU  - Foundry Industry Recycling Starts Today (FIRST)
AU  - Federal Highway Administration
AU  - Environmental Protection Agency
TI  - Foundry Sand Facts for Civil Engineers
PY  - 2004/05
SP  - 80p
AB  - Metal foundries use large amounts of sand as part of the metal casting process. Foundries successfully recycle and reuse the sand many times in a foundry. When the sand can no longer be reused in the foundry, it is removed from the foundry and is termed “foundry sand.” Foundry sand production is nearly 6 to 10 million tons annually. Like many waste products, foundry sand has beneficial applications to other industries. The purpose of this document is to provide technical information about the potential civil engineering applications of foundry sand. This will provide a means of advancing the uses of foundry sand that are technically sound, commercially competitive and environmentally safe.
KW  - Asphalt mixtures
KW  - Base course (Pavements)
KW  - Concrete
KW  - Embankments
KW  - Fills
KW  - Flowable fill
KW  - Foundry sand
KW  - Recycled materials
UR  - http://ntl.bts.gov/lib/30000/30800/30879/FoundrySand.pdf
UR  - https://trid.trb.org/view/899713
ER  - 

TY  - RPRT
AN  - 01000928
AU  - Helwig, Todd A
AU  - Herman, Reagan S
AU  - Li, Dawei
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Behavior of Trapezoidal Box Girders with Skewed Supports
PY  - 2004/05//Final Report
SP  - 218p
AB  - Trapezoidal steel box girder systems are frequently used in Texas for the construction of highway interchanges and elevated expressways in urban areas.  There are a number of aspects of box girder bridges, including both aesthetic and structural advantages, which make them an attractive alternative compared to other bridge types.  The smooth shape of the box leads to good aesthetics, as well as providing maintenance advantages since there are fewer places where debris can accumulate.  In addition to good aesthetic and serviceability properties, box girders also have structural advantages, particularly with respect to the torsional performance of the girders.  The torsional stiffness of a closed box section is often more than 1000 times larger than that of a comparable I-shaped section.  Based upon these advantages, box girders have gained popularity in curved bridge applications.  Although there are significant structural advantages in the completed box girder bridge, during construction box girders require a number of bracing systems to improve their torsional stiffness and maintain stability.  Typical bracing systems for steel box girders include internal and external cross-frames and also a top flange lateral truss.  A previous Texas Department of Transportation study, Project 0-1395, "Field and Computational Studies of Steel Trapezoidal Box Girders," resulted in design expression for the bracing systems.  Helwig and Fan (2000) presented design expressions to predict the forces in the top lateral truss and internal K-frames.  However, the effects of external intermediate cross-frames and support skew were not considered in the development of the bracing design expressions in this previous study.  The purpose of this investigation is to improve the understanding of trapezoidal box girders with skewed supports.  The impact of external K-frames on the behavior of the internal K-frames and top lateral truss was also studied.  Modifications to the design equations for box girder bracing are recommended in this report, as well as a design methodology for the external K-frames.  Methods of analysis are also discussed and simplified methods are presented for girders with skewed supports.
KW  - Aesthetics
KW  - Box girder bridges
KW  - Box girders
KW  - Bracing
KW  - Curved bridges
KW  - Design methods
KW  - Equations
KW  - K-frames
KW  - Skewed supports
KW  - Steel
KW  - Structural design
KW  - Torsional stiffness
KW  - Trapezoidal girders
KW  - Trusses
UR  - https://trid.trb.org/view/756722
ER  - 

TY  - RPRT
AN  - 00989281
AU  - DeBlasio, A J
AU  - Regan, Terrance J
AU  - Zirker, M
AU  - Fichter, K
AU  - Lovejoy, K
AU  - Morin, D
AU  - Volpe National Transportation Systems Center
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: AUGUST 2003 NORTHEAST BLACKOUT - GREAT LAKES REGION
PY  - 2004/05
SP  - 56 p.
AB  - This report documents the actions taken by transportation agencies in response to the August 14, 2003 blackout that affected the Northeastern United States.  It is part of a larger effort to examine the impacts of catastrophic events on transportation system facilities and services and the role of intelligent transportation systems (ITS) in emergencies.  It also highlights the importance of good communications between transportation agency staff and the public safety officials who are the first responders during catastrophic events.  The findings documented in this report are a result of the creation of a detailed chronology of events in the Great Lakes Region (principally Detroit and Cleveland metropolitan areas), a literature search, and interviews of key personnel involved in transportation operations decision-making during the blackout.
KW  - Case studies
KW  - Catastrophic events
KW  - Cleveland (Ohio)
KW  - Communications
KW  - Decision making
KW  - Detroit (Michigan)
KW  - Emergency management
KW  - Intelligent transportation systems
KW  - Interagency relations
KW  - Interviewing
KW  - Literature reviews
KW  - Northeast United States blackout, August 2003
KW  - Operations
KW  - Transportation facility operations
KW  - Transportation system management
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14021.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14021_files/14021.pdf
UR  - https://trid.trb.org/view/755057
ER  - 

TY  - RPRT
AN  - 00989258
AU  - Powers, M
AU  - Carson, J
AU  - Montana State University, Bozeman
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - BEFORE-AFTER CRASH ANALYSIS: A PRIMER FOR USING THE EMPIRICAL BAYES METHOD. TUTORIAL
PY  - 2004/05
SP  - 16 p.
AB  - The Montana Department of Transportation (MDT) spends a significant portion of its resources on reconstruction and pavement preservation projects.  While the costs for these projects are well quantified, the resulting benefits are not, particularly with respect to traffic safety.  In the past, the safety-related benefits attributable to reconstruction and pavement preservation activities have been evaluated by MDT's Safety Management Section using a before/after, case/control analysis for crash trends at various sites around the state. While these methods have been used for many years as a means of predicting safety improvements for roadway segments, recent studies have shown that the Empirical Bayes (EB) method of analysis is more accurate in the estimation of safety improvements for before-after studies.  The EB method combines the strengths of before/after, case/control techniques with regression methods for estimating safety-related benefits.  The EB method is now used in the USDOT's "Interactive Highway Safety Design Model (IHSDM)" and will be used in the "SafetyAnalyst" software, making this method the standard in professional practice.  This tutorial explains the applications of the EB method for both Interstate and non-Interstate roadways. Companion products include a report that describes the theory, application and limitations of the EB method as applied to several Interstate and non-Interstate reconstruction and pavement preservation projects completed in 1997-1998 in the State of Montana, as well as an Excel spreadsheet that facilitates use of this method for MDT's Safety Management Section.
KW  - Bayes' theorem
KW  - Before and after studies
KW  - Benefits
KW  - Crash analysis
KW  - Empirical Bayes method
KW  - Empirical methods
KW  - Highway safety
KW  - Improvements
KW  - Safety management
KW  - SafetyAnalyst (Software)
KW  - Traffic crashes
KW  - Trend (Statistics)
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/crash_analysis/tutorial.pdf
UR  - http://ntl.bts.gov/lib/45000/45800/45859/tutorial_81.pdf
UR  - https://trid.trb.org/view/755034
ER  - 

TY  - RPRT
AN  - 00986031
AU  - Cothron, A S
AU  - Ranft, S E
AU  - Walters, C H
AU  - Fenno, D W
AU  - Lord, D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDANCE FOR FUTURE DESIGN OF FREEWAYS WITH HIGH-OCCUPANCY VEHICLE (HOV) LANES BASED ON AN ANALYSIS OF CRASH DATA FROM DALLAS, TEXAS
PY  - 2004/05
SP  - 20 p.
AB  - In Texas, high-occupancy vehicle (HOV) lanes have emerged as an integral part of the state's current and future transportation system to aid urban mobility.  As a result, the issue of HOV lane design and the influence of design on safety has become the focus of much attention in the transportation community.  This document provides guidance for future design of freeways with HOV lanes based on an analysis of crash data from Dallas, Texas. This guidance indicates desirable corridor characteristics when considering HOV lane implementation and recommends roadway cross-sections when implementing HOV lanes similar to those in operation in Dallas, Texas.
KW  - Concurrent flow
KW  - Contraflow lanes
KW  - Crash data
KW  - Cross sections
KW  - Dallas (Texas)
KW  - Freeways
KW  - High occupancy vehicle lanes
KW  - Highway design
KW  - Highway safety
KW  - Temporary barriers
UR  - http://tti.tamu.edu/documents/0-4434-P1.pdf
UR  - https://trid.trb.org/view/748026
ER  - 

TY  - RPRT
AN  - 00986352
AU  - Federal Highway Administration
TI  - TRANSPORTATION ASSET MANAGEMENT CASE STUDIES: DATA INTEGRATION - THE PENNSYLVANIA EXPERIENCE
PY  - 2004/05
SP  - 16 p.
AB  - The Pennsylvania Department of Transportation (PENNDOT) is responsible for a large and aging transportation network.  Over the past 20 years, PENNDOT made significant investments in a suite of systems designed to support the management of this network.  However, these homegrown mainframe systems could not keep up with the evolving needs of PENNDOT's decisionmakers.  In the late 1990s, the department began a concerted effort to improve the way it does business, focusing on improved efficiency, performance-based decisions, customer satisfaction, and the ability to track progress toward stated goals and objectives.  These ideas were formalized through the adoption of the Baldrige quality evaluation criteria and Transportation Asset Management principles. PENNDOT's work in these areas triggered the decision to revisit its information technology resources in order to make them more consistent with each other and with improving business practices.  PENNDOT is simultaneously implementing top-down and bottom-up approaches to data integration.  The central component of this process is a series of updates to three of the department's core functions and the management systems that support them.
KW  - Asset management
KW  - Business practices
KW  - Case studies
KW  - Customer satisfaction
KW  - Data integration
KW  - Decision making
KW  - Information technology
KW  - Pennsylvania
KW  - Performance
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/dipa.pdf
UR  - https://trid.trb.org/view/748070
ER  - 

TY  - RPRT
AN  - 00986351
AU  - Federal Highway Administration
TI  - TRANSPORTATION ASSET MANAGEMENT CASE STUDIES: DATA INTEGRATION - THE COLORADO EXPERIENCE
PY  - 2004/05
SP  - 20 p.
AB  - Since 2000, the Colorado Department of Transportation (CDOT) has undertaken several important initiatives designed to improve transportation planning, decisionmaking, and resource allocation.  Today, CDOT recognizes that data integration plays a critical role in improving business processes and managing assets.  Thanks to institutional policy changes and forward-thinking information technology planning, the department is successfully integrating data to support Asset Management.
KW  - Asset management
KW  - Case studies
KW  - Colorado
KW  - Data integration
KW  - Decision making
KW  - Information technology
KW  - Policy
KW  - Resource allocation
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/dico.pdf
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/dicotoc.cfm
UR  - https://trid.trb.org/view/748069
ER  - 

TY  - RPRT
AN  - 00986350
AU  - Federal Highway Administration
TI  - TRANSPORTATION ASSET MANAGEMENT CASE STUDIES: DATA INTEGRATION - THE VIRGINIA EXPERIENCE
PY  - 2004/05
SP  - 16 p.
AB  - Virginia has the third-largest State-maintained highway system in the country.  State legislation requires the Virginia Department of Transportation (VDOT) to fund the maintenance of this system before funding capital improvements.  To ensure the best possible maintenance investment decisions, VDOT initiated the development of infrastructure decision-support systems and a large data collection program, referred to as the Inventory and Condition Assessment System (ICAS).  VDOT's new data integration strategy has enabled it to make significant progress in the development of decision-support tools and the integration of asset management data.  This booklet discusses the data integration strategy.
KW  - Asset management
KW  - Case studies
KW  - Data collection
KW  - Data integration
KW  - Decision support systems
KW  - Financing
KW  - Highway maintenance
KW  - Infrastructure
KW  - Investments
KW  - Virginia
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/diva.pdf
UR  - https://trid.trb.org/view/748068
ER  - 

TY  - RPRT
AN  - 00985778
AU  - Karamihas, S M
AU  - Gillespie, T D
AU  - University of Michigan Transportation Research Institute
AU  - Federal Highway Administration
TI  - ADVANCEMENT OF SMOOTHNESS CRITERIA FOR WIM SCALE APPROACHES
PY  - 2004/05
SP  - 51 p.
AB  - This document reports on the advancement of smoothness criteria for weigh-in-motion (WIM) scale approaches.  The criteria are meant to screen sites for excessive truck dynamic loading that exacerbates WIM scale error beyond levels recommended by the American Society for Testing and Materials (ASTM).  These criteria were originally developed in a previous project, and are based on a "Long Range Index" (LRI) and a "Short Range Index" (SRI) of pavement roughness.  This report presents verification of the criteria for three-axle straight trucks, and on road profiles collected at actual WIM sites.  The report also suggests LRI and SRI threshold values that are appropriate for actual WIM site profiles.  Threshold values are provided that virtually guarantee an acceptable site, and that virtually guarantee an unacceptable site.  The report suggests extenuation of the LRI range to help protect against severe roughness that is just outside of its original range.
KW  - Approach roads
KW  - Dynamic loads
KW  - Pavements
KW  - Road profile
KW  - Roughness
KW  - Simulation
KW  - Trucks
KW  - Weigh in motion
UR  - https://trid.trb.org/view/747935
ER  - 

TY  - RPRT
AN  - 00983453
AU  - Pigman, J
AU  - Hartman, D
AU  - Hopwood, T
AU  - Agent, K
AU  - O'Connell, L
AU  - Stamatiadis, N
AU  - Tyndall, P
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - CONTEXT SENSITIVE DESIGN - THINKING BEYOND THE PAVEMENT: DOCUMENTATION OF WORKSHOP DEVELOPMENT AND TRAINING
PY  - 2004/05
SP  - 28 p.
AB  - This report documents the development and presentation of the workshop titled "Thinking Beyond the Pavement - A Workshop on Context Sensitive Design."  Work began on the workshop development in 1998 after the Kentucky Transportation Cabinet was selected as one of the pilot states to implement a training program for context sensitive design.  The Kentucky Transportation Center at the University of Kentucky was selected to develop and deliver the training to state personnel and consultants who were commonly involved with project development.  The training course was comprised of the following four modules:  Facilitated Communication and Public Involvement; Environmental Issues; Liability Issues; and Design Guidelines, Safety, and Aesthetics.  A case study was prepared for use with the training modules in order to simulate the project development process and promote participant interaction. Through May 2004, there were 46 presentations of the workshop with 1,693 participants.
KW  - Aesthetics
KW  - Case studies
KW  - Communication
KW  - Context sensitive design
KW  - Environmental impacts
KW  - Highway design
KW  - Liability
KW  - Public participation
KW  - Safety
KW  - Training
KW  - Workshops
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_11_SPR_204_99_1F.pdf
UR  - https://trid.trb.org/view/745429
ER  - 

TY  - RPRT
AN  - 00982119
AU  - Lee, E
AU  - SMITH, R
AU  - Young, F
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - DOMESTIC SCAN TOUR II REPORT: THE INTEGRATION OF LAND USE AND TRANSPORTATION PLANNING: LESSONS LEARNED FROM THE SECOND DOMESTIC SCAN TOUR
PY  - 2004/05
SP  - 48 p.
AB  - Transportation and land use policies affect economic prosperity, environmental quality, and social equity.  Although transportation initiatives and land use policies impact one another, many regions consider the two processes separately. This disassociation can lead to inefficient use of resources, adverse environmental and community effects, and overlooked synergies.  To more closely examine local efforts to integrate transportation and land use policies, the Federal Highway Administration (FHWA) sponsored a series of domestic scan tours. A delegation of federal and local government representatives visited multiple project sites in the fall of 2002 and fall of 2003 to obtain, highlight, and share successful processes, methodologies, and practices concerning the integration of local and regional transportation and land use planning within the United States.  The results of the first domestic scan tour were published in the spring of 2003.  The second domestic scan tour took place in November 2003, and focused on communities in the southeastern states of Florida, North Carolina, and Tennessee. The visited projects were currently in the implementation stage of design and construction, and emphasized the redesign, redevelopment, and retrofitting of roadway corridors through the use of innovative planning techniques.  The communities also used visioning processes to consider the interrelationships among transportation, land use decision-making, quality-of-life, and economic vitality issues.  The report includes findings and recommendations.
KW  - Communities
KW  - Decision making
KW  - Design
KW  - Economic factors
KW  - Florida
KW  - Highway corridors
KW  - Land use planning
KW  - North Carolina
KW  - Quality of life
KW  - Reconstruction
KW  - Redevelopment
KW  - Retrofitting
KW  - Revitalization
KW  - Study tours
KW  - Tennessee
KW  - Transportation planning
UR  - https://trid.trb.org/view/743253
ER  - 

TY  - RPRT
AN  - 00980591
AU  - Hua, I
AU  - Rao, P S
AU  - Lee, L S
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - REMEDIATION OF SOILS AND GROUND WATER CONTAMINATED BY AROMATIC AND CHLORINATED HYDROCARBONS AND METALS
PY  - 2004/05
SP  - 96 p.
AB  - Many Indiana Department of Transportation (INDOT) sites are contaminated with aromatic hydrocarbons and chlorinated solvents; these contaminants often occur in the form of non-aqueous phase liquids (NAPLs).  Considerable effort has recently been focused on developing in-situ technologies for removing or destroying NAPL source zones, and several potentially viable methods have emerged, including in-situ chemical oxidation (ISCO).  The three oxidants that are most often applied in-situ are hydrogen peroxide (H2O2) with iron catalysts, potassium permanganate (KMnO4) and ozone.  While each oxidant system has been field demonstrated to be effective in some instances, a clear understanding of these processes is important to the successful implementation of the technology. The primary goal of the laboratory experiments is to evaluate strategies for improving the effectiveness and efficiency of the oxidants as applied at INDOT sites.  Several novel approaches have been taken to reach the study goals.  The first approach enhances the application of Fenton's reagent in soil slurry systems, resulting in a better understanding of the magnitude of non-specific oxidant losses relative to consumption by the target compounds.  The second approach explores minimizing non-specific losses of the oxidant by introducing the oxidant KMnO4 in an encapsulated form. Finally, solubility enhancers are examined to enhance the aqueous NAPL concentrations. Significant enhancements in NAPL aqueous concentration will result in corresponding enhancements of the observed oxidation rate.  Based on input from INDOT staff, selected sites will be assessed for amenability to remediation via in-situ oxidation. Site visits will be made to collect soil samples for laboratory experiments.
KW  - Aromatic hydrocarbons
KW  - Chlorides
KW  - Contaminants
KW  - Demonstration projects
KW  - Field tests
KW  - Groundwater
KW  - Hydrogen peroxide
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Laboratory tests
KW  - Metals
KW  - Non-aqueous phase liquids
KW  - Oxidation
KW  - Oxidizing agents
KW  - Ozone
KW  - Potassium permanganate
KW  - Reagents
KW  - Slurry
KW  - Soil remediation
KW  - Soils
KW  - Solubility
KW  - Solvents
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1654&context=jtrp
UR  - https://trid.trb.org/view/740972
ER  - 

TY  - RPRT
AN  - 00979951
AU  - Strauss, R H
AU  - Connecticut Academy of Science and Engineering
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - A STUDY OF RAILCAR LAVATORIES AND WASTE MANAGEMENT SYSTEMS
PY  - 2004/05
SP  - 42 p.
AB  - The Connecticut Department of Transportation (ConnDOT), Bureau of Public Transportation plans to purchase new railcars for its Metro-North rail operations within the next several years. Surveys of passengers continually identify user dissatisfaction, as well as operational and maintenance issues, with railcar lavatory facilities and systems.  The acquisition of new railcars provides an opportunity to address current lavatory issues and concerns.  The objective of this study is to explore and identify lavatory design and operational issues to be considered by ConnDOT to assure improvement in lavatory cleanliness and customer satisfaction.
KW  - Customer satisfaction
KW  - Design
KW  - Railroad cars
KW  - Toilet facilities
KW  - Waste management
UR  - https://trid.trb.org/view/740729
ER  - 

TY  - RPRT
AN  - 00979956
AU  - Zografos, T
AU  - Booz Allen Hamilton
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - CVISN SAFETY INFORMATION EXCHANGE, NOGALES PORT OF ENTRY
PY  - 2004/05
SP  - 182 p.
AB  - The State of Arizona's Nogales Port of Entry (POE) is faced with a growing number of commercial vehicles entering the facility, more stringent security requirements and the need for facility inspectors to readily collect, examine and exchange data for the vehicles and drivers entering the Port.  Intelligent Transportation Systems (ITS) technologies are a vital tool in helping to solve this problem.  ITS can simplify the task of separating high-risk from low-risk motor carriers and shipments. Advanced knowledge about the driver, shipment and carrier allows the authorities to make a quick assessment of the risk involved in permitting entry into the United States.  Advanced information that is exchanged between authorities in a timely, cost-effective and secure manner allows enforcement agencies to conduct their risk assessments and determine which carriers, vehicles and drivers need to be inspected.  The ability to identify the high-risk vehicles, drivers and shipments in advance is invaluable to both the inspectors and the freight motor carrier drivers.  It not only makes it possible to conduct more thorough inspections, it also allows compliant vehicles to move through the process quickly.  With the help of technology, increased security and safety is achieved, resulting in faster movement of trade and lower risk to the motoring public.  In order to identify the technologies most appropriate in supporting connectivity between the vehicles, the roadside and the administrative office process and systems, this research includes a canvassing of the literature related to ITS, Commercial Vehicle Operations (CVO) and Commercial Vehicle Information Systems and Networks (CVISN); stakeholder interviews; and an inventory of CVISN/ITS service applications. An implementation plan is proposed that consists of developing and installing a CVO system using ITS technology at the Nogales International Border POE.
KW  - Commercial vehicle operations
KW  - Electronic data interchange
KW  - Implementation
KW  - Intelligent transportation systems
KW  - Interviewing
KW  - Literature reviews
KW  - Nogales (Arizona)
KW  - Ports of entry
KW  - Risk assessment
KW  - Security
KW  - Stakeholders
KW  - Transportation safety
UR  - http://ntl.bts.gov/lib/24000/24800/24844/Cover.pdf
UR  - https://trid.trb.org/view/740734
ER  - 

TY  - RPRT
AN  - 00978604
AU  - DeBlasio, A J
AU  - Regan, Terrance J
AU  - Zirker, Margaret E
AU  - Fichter, K S
AU  - Lovejoy, K
AU  - Volpe National Transportation Systems Center
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: COMPARATIVE ANALYSIS
PY  - 2004/05
SP  - 83 p.
AB  - To assist state and local transportation staffs in preparing for and responding to major incidents, the Federal Highway Administration Office of Transportation Operations and the U.S. Department of Transportation Intelligent Transportation Systems Joint Program Office have commissioned a series of reviews to investigate the effects of catastrophic events on roadway and transit systems.  This report compares the findings of six previously conducted case studies:  Blackout, New York City Metropolitan Area - August 14, 2003; Blackout, Great Lakes Region - August 14, 2003; Terrorist attack, New York City - September 11, 2001; Terrorist attack, Washington, D.C., Metropolitan Area - September 11, 2001; Rail Tunnel Fire, Baltimore, Maryland - July 18, 2001; and Earthquake, Northridge, California - January 17, 1994.  This comparative analysis includes an assessment of how the conditions and locales at the case study sites governed appropriate responses and what lessons those factors hold for future preparedness at locations across the country.
KW  - Case studies
KW  - Catastrophic events
KW  - Comparative analysis
KW  - Disaster preparedness
KW  - Emergency management
KW  - Northeast United States blackout, August 2003
KW  - Northridge Earthquake, January 17, 1994
KW  - Operations
KW  - Rail Tunnel Fire, Baltimore, Maryland, July 18, 2001
KW  - Terrorist attacks of September 11, 2001
KW  - Transportation system management
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14024.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14024_files/14024.pdf
UR  - https://trid.trb.org/view/740352
ER  - 

TY  - RPRT
AN  - 00978612
AU  - Wang, J-H
AU  - Cao, Y
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF ROAD MARKING LUMINANCE CONTRAST ON DRIVING SAFETY
PY  - 2004/05
SP  - 128 p.
AB  - This report presents a study on the effects of road marking luminance contrast on driving safety.  Through laboratory driving simulation experiments, road marking color, configuration, luminance contrast, driving speed, subjects' age and gender, and their interactions, were investigated. Thirty-six subjects balanced by age and gender participated in the experiments.  Each subject was presented with a series of digitally edited video clips showing different levels of marking luminance contrasts.  The subject was required to make responses to the video stimuli based on marking color and configuration the video presented.  It found that subjects' responses dropped with the increment of road marking luminance contrast values, but at different rates during different contrast segments. White markings are more visible than yellow markings.  Driving at higher speed got faster responses but longer response distances.  Older subjects took the longest responses while younger subjects took the least.  Female subjects responded a little bit slower and needed longer response distances than males.  To warrant proper responses and assure safe driving, the minimum contrast values for white and yellow road marking are estimated to be 1.1 and 3.3~3.5, respectively.  When road markings' contrast values are below these thresholds, a repair or repaint on road markings might be needed.
KW  - Age
KW  - Color
KW  - Configuration
KW  - Contrast
KW  - Driving simulators
KW  - Gender
KW  - Human subject testing
KW  - Luminance
KW  - Road markings
KW  - Traffic safety
KW  - White
KW  - Yellow
UR  - https://trid.trb.org/view/740361
ER  - 

TY  - RPRT
AN  - 00978602
AU  - DeBlasio, A J
AU  - Regan, Terrance J
AU  - Zirker, Margaret E
AU  - Fichter, K S
AU  - Lovejoy, K
AU  - Volpe National Transportation Systems Center
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: EXECUTIVE SUMMARY OF THE AUGUST 2003 NORTHEAST BLACKOUT, GREAT LAKES AND NEW YORK CITY
PY  - 2004/05
SP  - 7 p.
AB  - On Thursday, August 14, 2003, a series of seemingly small events, happening in concert, produced the largest blackout in American history.  Shortly after 2:00 p.m. on August 14, a brush fire caused a transmission line south of Columbus, Ohio, to go out of service.  At 3:05 p.m. and at 3:32 p.m., two separate transmission lines in Northern Ohio failed.  Over the next 30 minutes, five additional transmission lines in Ohio and Michigan failed.  At 4:10 p.m., the electrical system connecting the region south of the Great Lakes, including the cities of Cleveland, Ohio, and Detroit, Michigan, to New York and New Jersey experienced a profound failure due, in large part, to the sudden vulnerability of the transmission system.  A cascading effect occurred, in which lines sequentially overloaded and then failed, leaving a swath of 3,700 miles--including portions of Vermont, Massachusetts, Connecticut, New York, New Jersey, Pennsylvania, Ohio, Michigan, and the Maritime provinces--in the dark.  This report documents the actions taken by transportation agencies in response to this catastrophic event.
KW  - Catastrophic events
KW  - Emergency management
KW  - Northeast United States blackout, August 2003
KW  - Operations
KW  - Transportation system management
UR  - http://ntl.bts.gov/lib/29000/29400/29496/14022.pdf
UR  - https://trid.trb.org/view/740350
ER  - 

TY  - RPRT
AN  - 00978608
AU  - Sime, J M
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF NICKEL CADMIUM BATTERY-ELECTRIC SUBCOMPACT AUTOMOBILE IN CONNECTICUT AS AN ALTERNATIVE FOR WORK-TRIPS AND COMMUTES
PY  - 2004/05
SP  - 61 p.
AB  - To comply with federal regulations resulting from the federal Energy Policy and Conservation Act of 1992 (EPACT), the Connecticut State fleet manager began purchasing non-emergency automobiles (cars) and light trucks that run on alternate fuels (Alt-Fuel).  The Department and The Rideshare Company (Rideshare) previously partnered to evaluate electric subcompact cars that utilized lead acid batteries.  A nickel cadmium (NiCd) battery, popular in European electric vehicles, was anticipated to provide longer and more reliable service.  The accuracy of marketing claims of battery electric vehicle (BEV) and battery manufacturers was uncertain.  There was a need to obtain and disseminate some first-hand information about the practicality of this Alt-Fuel option.  This evaluation was accomplished in partnership with Rideshare.  Rideshare administered the conversion of one of its lead-acid BEV subcompacts to a NiCd BEV in 1999.  The car's manufacturer performed the work.  The NiCd pack consisted of 26 six-volt batteries (pack capacity is 15,600 Watt-hours) and had a battery-pack replacement value in 1999 of $8,450.  A favorable cost-per-mile statistic for battery-replacement was possible in Connecticut if the NiCd battery were as long-lived as was claimed by its manufacturer. This research report presents interim results from a 30,000-mile evaluation of this subcompact electric car powered by NiCd batteries.  The study examines claims that the NiCd-powered BEV will provide not less than 70 miles per recharge year-round for 65,000 miles or more.  In a small state (50 miles from north to south and 100 miles from east to west), a 70-mile range was anticipated to be capable of meeting 20 to 30% of the fleet's daily driving needs.
KW  - Alternate fuels
KW  - Connecticut
KW  - Electric automobiles
KW  - Energy Policy and Conservation Act
KW  - Evaluation and assessment
KW  - Nickel cadmium batteries
KW  - Subcompact automobiles
UR  - http://docs.trb.org/00978608.pdf
UR  - https://trid.trb.org/view/740357
ER  - 

TY  - RPRT
AN  - 00978490
AU  - Bennert, T
AU  - Hanson, D
AU  - Maher, A
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - DEMONSTRATION PROJECT - THE MEASUREMENT OF PAVEMENT NOISE ON NEW JERSEY PAVEMENTS USING THE NCAT NOISE TRAILER
PY  - 2004/05
SP  - 27 p.
AB  - A demonstration project was conducted for the New Jersey Department of Transportation (NJDOT) to evaluate the measurement of pavement/tire noise on New Jersey pavements.  The pavement/tire noise is defined as the noise directly produced by the tire traveling over the pavement surface.  It does not consider other traffic-related noise such as automobile/truck engines, braking, etc.  This is important since the only factor the NJDOT can truly control to aid in the traffic noise reduction is the pavement surface.  The demonstration project was developed to provide two key pieces of information:  1) An evaluation of the National Center for Asphalt Technology (NCAT) Noise Trailer as a means of measuring pavement/tire related noise, and 2) An initial database of noise values for different pavement surfaces that are typically encountered on New Jersey highways.  The NCAT Noise Trailer uses the Close-Proximity Method to measure the pavement/tire noise.  In this method, microphones are placed near the pavement/tire interface to directly measure the pavement/tire noise levels.  The microphone set-up and tires are enclosed in a chamber that is insulated with noise absorbing insulation.  This provides an enclosure that is only measuring the noise developed by the pavement/tire interface and not any external noise of the passing vehicles or environment.  The NCAT Noise Trailer was evaluated for repeatability and also to evaluate the effect of traffic speed on the pavement/tire noise.  Results of the testing showed the repeatability to be quite consistent, with an average standard deviation of 0.15 decibels, as long as the test section is greater than 0.1 mile.  The standard deviation proved to increase when the test section was less than 0.1 mile, such as for bridge decks.  The effect of traffic speed was evaluated by testing the same pavement section at three different speeds: 55, 60, and 65 mph.  The results indicated that the 55 mph speed produced the lowest pavement/tire noise and that it can be assumed that the noise increases linearly (at least within this range of traffic speed).  The NCAT Noise Trailer was also used to develop an initial database of pavement/tire noise levels for different pavement surfaces tested.  In general, the portland cement concrete sections produced the loudest pavement surface while the open-graded friction course produced the lowest pavement/tire noise.
KW  - Asphalt pavements
KW  - Concrete pavements
KW  - Databases
KW  - Demonstration projects
KW  - Friction course
KW  - Measurement
KW  - Measuring instruments
KW  - New Jersey
KW  - Noise trailers
KW  - Pavements
KW  - Repeatability
KW  - Rolling contact
KW  - Sound level
KW  - Test sections
KW  - Traffic noise
KW  - Traffic speed
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2003-021.pdf
UR  - https://trid.trb.org/view/740331
ER  - 

TY  - RPRT
AN  - 00978446
AU  - Cothron, A S
AU  - Ranft, S E
AU  - Walters, C H
AU  - Fenno, D W
AU  - Lord, D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - CRASH ANALYSIS OF SELECTED HIGH-OCCUPANCY VEHICLE FACILITIES IN TEXAS: METHODOLOGY, FINDINGS, AND RECOMMENDATIONS
PY  - 2004/05
SP  - 96 p.
AB  - In Texas, high-occupancy vehicle (HOV) lanes have emerged as an integral part of the state's current and future transportation system to aid urban mobility.  As a result, the issue of HOV lane design and the influence of design on safety has become the focus of much attention in the transportation community.  The objective of this research was to develop a better understanding of the safety issues associated with HOV lanes, particularly buffer-separated concurrent flow HOV lanes.  The research team increased their understanding of these issues by surveying transportation professionals from across the United States on the topic of HOV lane safety for barrier-separated and buffer-separated facilities.  Electronic crash data were analyzed and crash reports from Dallas, Texas, were reviewed to determine crash characteristics both before and after HOV lane implementation in selected corridors.  The analysis of the IH-30 corridor with a moveable barrier-separated contraflow HOV lane did not indicate a change in injury crash occurrence.  The IH-35E North and IH-635 corridors with buffer-separated, concurrent flow HOV lanes did show a change in crash occurrence with an increase in injury crash rates.  Based on the key findings of the crash data analysis, the research team developed guidance for design when implementing HOV lanes similar to those in operation in Dallas, Texas.  This guidance indicates desirable corridor characteristics when considering HOV lane implementation and recommends roadway cross-sections.
KW  - Barrier separated lanes
KW  - Before and after studies
KW  - Buffer separated lanes
KW  - Concurrent flow
KW  - Contraflow lanes
KW  - Crash characteristics
KW  - Crash data
KW  - Crash rates
KW  - Crash reports
KW  - Cross sections
KW  - Dallas (Texas)
KW  - Design
KW  - Guidelines
KW  - High occupancy vehicle lanes
KW  - Highway safety
KW  - Recommendations
KW  - Surveys
UR  - http://tti.tamu.edu/documents/0-4434-1.pdf
UR  - https://trid.trb.org/view/740292
ER  - 

TY  - RPRT
AN  - 00978448
AU  - Middleton, D
AU  - White, R
AU  - Crawford, J
AU  - Song, Jinze
AU  - Haas, C
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - INITIAL INVESTIGATION FOR TRAFFIC MONITORING EQUIPMENT EVALUATION FACILITY
PY  - 2004/05
SP  - 94 p.
AB  - The Texas Department of Transportation's (TxDOT's) Transportation Planning and Programming (TPP) Division routinely tests a wide variety of devices for counting axles or vehicles; measuring vehicle speed, headway, and gap; classifying vehicles by length and/or axle spacing; and weighing vehicles in-motion. However, TPP needs a traffic monitoring equipment evaluation facility to enhance its capabilities in conducting these tests, in facilitating training, and in allowing vendor comparisons and demonstrations.  This project investigated funding sources, design options, and viable locations for this traffic monitoring equipment evaluation facility.  The project provided research and development to design a generic facility to evaluate traffic data collection equipment and sensors and perform traffic data collection research.  This report covers the first 9 months of this 2-year project, identifying potential funding sources and candidate sites for further consideration.  The most prominent funding sources are construction funds (include the site as part of a TxDOT construction project) and State Planning and Research (SPR) funds.  The most promising sites identified thus far are on I-35 north of Georgetown near the Bell County line.  Future research will include an evaluation of Kistler Lineas Quartz weigh-in-motion (WIM) sensors, a determination of minimum pavement structural support to ensure adequate sensor service life, and a forensic evaluation pertaining to failure mode of East Texas in-pavement traffic monitoring sensors.
KW  - Development
KW  - Equipment
KW  - Financing
KW  - Location
KW  - Monitoring
KW  - Research
KW  - Speed measurement
KW  - Test facilities
KW  - Texas
KW  - Traffic
KW  - Traffic counting
KW  - Vehicle classification
KW  - Weigh in motion
UR  - http://tti.tamu.edu/documents/0-4664-1.pdf
UR  - https://trid.trb.org/view/740294
ER  - 

TY  - RPRT
AN  - 00977099
AU  - Federal Highway Administration
TI  - COMMUNICATIONS REFERENCE GUIDE
PY  - 2004/05
SP  - 114 p.
AB  - This document presents guidelines for research and development publications.  It augments the "FHWA Publications and Printing Handbook."  Contracting Officer's Technical Representatives (COTRs) and contractors are the main audiences.  There are ten chapters:  (1) Introduction; (2) HRTS Service and Submission Process; (3) Policies Affecting All Publications; (4) Guidelines and Styles for All Publications; (5) Preparing a Research Report; (6) Other Publications (Booklets, Technical Flyers, Marketing Brochures, Fact Sheets); (7) Guidelines for Periodicals; (8) Electronic Publishing; (9) Guidelines for Media Relations; and (10) Distributing Your Communication Products.
KW  - Brochures
KW  - Communications
KW  - Electronic publishing
KW  - Guidelines
KW  - Periodicals
KW  - Publications
KW  - Research reports
UR  - http://www.fhwa.dot.gov/publications/research/general/03074/qrg.pdf
UR  - https://trid.trb.org/view/703178
ER  - 

TY  - JOUR
AN  - 00976577
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, K A
AU  - Federal Highway Administration
TI  - THE FUTURE IS NOW
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 35-49
AB  - State departments of transportation and their partners already implement many projects employing 1 or more innovative approaches or technologies to accomplish faster delivery of efficient and safe pavements and bridges. And these examples are not all mega-budget projects; several cost only a few hundred thousand dollars to complete. This article provides detailed descriptions of several of these aforementioned innovative solutions to faster transportation project delivery, demonstrating the diversity of ongoing projects in states from all regions of the U.S.
KW  - Bridge engineering
KW  - Highway maintenance
KW  - Maintenance practices
KW  - Pavement design
KW  - Planning methods
KW  - Project management
KW  - Road construction
KW  - State departments of transportation
KW  - Technological innovations
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/06.cfm
UR  - https://trid.trb.org/view/704615
ER  - 

TY  - JOUR
AN  - 00976579
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rodriguez, E
AU  - Ferragut, T
AU  - Federal Highway Administration
TI  - INSIGHTS FROM ABROAD
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 53-58
AB  - For a number of years, the U.S. has reached beyond its borders to expand transportation knowledge. One of the most visible elements of this outreach is the Federal Highway Administration's (FHWA) 12-year-old International Technology Scanning Program, more commonly known as the scan program. As of early 2004, the program has conducted 54 scans, resulting in a wealth of information and benefits to the motoring public in the U.S. This article gives an overview of the scan program, describes the general format of the scan visits, and highlights several examples of successful scans.
KW  - Asphalt pavements
KW  - Highway design
KW  - Highway planning
KW  - Intermodal transportation
KW  - Technological innovations
KW  - Technology transfer
KW  - Transportation engineers
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/08.cfm
UR  - https://trid.trb.org/view/704617
ER  - 

TY  - JOUR
AN  - 00976578
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Battles, S
AU  - Federal Highway Administration
TI  - CONGESTION IS THE CHALLENGE
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 50-52
AB  - Highway congestion threatens the mobility that is so essential to the quality of the air Americans breath, the satisfaction of highway users, and the Nation's economic vitality. From a user's perspective, highway construction work zones are among the more irritating causes of nonrecurring congestion. The challenge before the highway community is not to eliminate work zones, but to reduce their impact on safety and mobility. This article details how this goal can be accomplished by applying a variety of strategies to decrease the need for work zones and their duration, and by improving the operational safety characteristics of those work zone operations that are deemed necessary.
KW  - Air pollution sources
KW  - Automobile travel
KW  - Highway operations
KW  - Highway safety
KW  - Road construction
KW  - Traffic congestion
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/07.cfm
UR  - https://trid.trb.org/view/704616
ER  - 

TY  - JOUR
AN  - 00976576
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Lord, B N
AU  - Federal Highway Administration
TI  - BUILDING A BETTER MOUSETRAP
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 28-34
AB  - U.S. highways are the backbone of the best transportation system in the world, yet more than 11,000 miles of pavement on the U.S. national highway system are in poor condition, nearly 24,000 of its interstate bridges are classified as deficient, and roadway conditions were cited as a factor in about 30% of the 42,815 highway fatalities in 2002. Even if all the funds needed to upgrade the system and bring it up to prime condition were available, the reconstruction effort might bring as many problems as it would solve. The technology and practices that built America's highways in the 20th century are no longer adequate for the challenges and needs of the 21st century. This article looks at the adoption of a better overall business model, geared to accelerate the adoption of new transportation technologies, in order to better deal with the scale of necessary infrastructure repairs while minimizing traffic disruption on U.S. roads.
KW  - Business practices
KW  - Businesses
KW  - Highway maintenance
KW  - Infrastructure
KW  - Maintenance practices
KW  - Pavement distress
KW  - Reconstruction
KW  - Rehabilitation (Maintenance)
KW  - Structural deterioration and defects
KW  - Technological innovations
KW  - Transportation planning
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/05.cfm
UR  - https://trid.trb.org/view/704614
ER  - 

TY  - JOUR
AN  - 00976574
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Richter, C A
AU  - Federal Highway Administration
TI  - THE CASE FOR PERFORMANCE STANDARDS
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 18-22
AB  - The Federal Highway Administration (FHWA) has identified customer-focused performance standards as an area of focus in order to contribute to significant advancement in highway construction practices. This article discusses the implementation of performance standards as an effective first step to improve highway safety, reduce construction-related congestion, and enhance quality, both in workmanship and customer service.
KW  - Construction management
KW  - Customer service
KW  - Highway maintenance
KW  - Highway planning
KW  - Highway safety
KW  - Maintenance practices
KW  - Performance
KW  - Quality of service
KW  - Quality of work
KW  - Road construction
KW  - Standards
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/03.cfm
UR  - https://trid.trb.org/view/704612
ER  - 

TY  - JOUR
AN  - 00976572
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Churilla, C
AU  - Federal Highway Administration
TI  - WHAT IF WE CHANGED THE WAY HIGHWAYS ARE BUILT?
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 2-7
AB  - Often, people ask why roads are constantly being torn up, why roads don't last longer, and why there are so many orange cones and barrels on U.S. highways. These concerns reflect the feelings of the Nation as a whole, as demonstrated by several national surveys conducted by the Federal Highway Administration a few years ago. With no apparent end in sight to the cycle of highway maintenance, rehabilitation, and work zones, or to the headaches for motorists these repairs bring, this article explores the possibility of dramatically altering the ways in which highways are planned, designed, and built by employing more innovative technologies to produce longer-lasting highways in the U.S.
KW  - Design practices
KW  - Highway design
KW  - Highway engineering
KW  - Highway maintenance
KW  - Infrastructure
KW  - Pavement design
KW  - Rehabilitation (Maintenance)
KW  - Technological innovations
KW  - Traffic congestion
KW  - Traffic delays
KW  - United States
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/01.cfm
UR  - https://trid.trb.org/view/704610
ER  - 

TY  - JOUR
AN  - 00976573
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, K A
AU  - Federal Highway Administration
TI  - SOMETIMES QUALITY IS IN THE EYE OF THE BEHOLDER
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 8-17
AB  - Often, what engineers and planners see as the perfect solution to a transportation problem may not conform to the residents' ideas of perfection. Determining the true nature of the best solution requires a number of viewpoints. This principle is at the heart of why public transportation agencies hold listening sessions during the planning stage of a project. Even though transport agencies are staffed with experienced and knowledgeable design and construction professionals, they often are focused on just a few aspects of the overall project. This article discusses a reassessment by the U.S. Department of Transportation and the Federal Highway Administration regarding the way these agencies approach highway design, with the aim being to incorporate more perspectives of multiple stakeholders who are or will be affected in some way by a given highway project.
KW  - Aesthetics
KW  - Highway planning
KW  - Planning methods
KW  - Project management
KW  - Public hearings
KW  - Public opinion
KW  - Residential areas
KW  - Stakeholders
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/02.cfm
UR  - https://trid.trb.org/view/704611
ER  - 

TY  - JOUR
AN  - 00976575
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Baxter, J R
AU  - Federal Highway Administration
TI  - BUILDING SAFE ROADS
PY  - 2004/05
VL  - 67
IS  - 6
SP  - p. 23-27
AB  - Safety is a fundamental building block for designing and constructing any highway project. It is the basis for the engineering analysis and standards that transportation agencies apply to the road network. However, despite the advances that transportation professionals have made to incorporate a safety philosophy into everything they do, the annual toll of fatalities and serious injuries on U.S. roadways remains too high. With this in mind, this article discusses several technologies that are now available to help agencies increase safety, including pavement innovations, rumble strips, retroreflective materials, intersection countermeasures, and others. International scans and other industry programs may also hold a key to increasing safety.
KW  - Highway safety
KW  - Pavement design
KW  - Retroreflectivity
KW  - Road markings
KW  - Rumble strips
KW  - Safety campaigns
KW  - Technological innovations
KW  - Traffic crashes
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/04may/04.cfm
UR  - https://trid.trb.org/view/704613
ER  - 

TY  - RPRT
AN  - 00975994
AU  - Yi, P
AU  - Xiao, Y
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - SMART SIGN ORDERING SYSTEM - PHASE I
PY  - 2004/05
SP  - 58 p.
AB  - The University of Akron has developed an on-line traffic sign ordering system, the Smart Sign Ordering System (SSOS), for the Ohio Department of Transportation.  The objective of SSOS is to increase the efficiency of the sign ordering process by (1) reducing labor costs due to extended review time, (2) organizing submitted orders on-line so that production schedule can be adjusted and material usage estimated, (3) enabling on-line cost estimation, and (4) providing a means of data management for summary of orders and production.  The implemented SSOS is an efficient tool for data exchange between the districts, Central Office and the Sign Shop.  It allows automated data entry during preparation of sign orders, and provides on-line data review and modification capabilities.  In addition, it enables querying and sorting, and helps tracking the orders in the production and delivery phases.  This tool improves work efficiency in the sign ordering process by reducing human errors and speeding up the entire order-filling process.
KW  - Cost estimating
KW  - Data management
KW  - Economic efficiency
KW  - Ohio
KW  - Production control
KW  - Sign ordering system
KW  - Supply chain management
KW  - Traffic signs
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A55984812
UR  - https://trid.trb.org/view/702762
ER  - 

TY  - RPRT
AN  - 00975977
AU  - McVay, M C
AU  - Nugyen, D
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF EMBANKMENT DISTRESS AT SANDER'S CREEK - SR20
PY  - 2004/05
SP  - 193 p.
AB  - The research focused on the settlement characteristic of insitu soils under embankments with various levels of organic content (OC) in the laboratory and field.  Based on 25 laboratory oedometer tests, it was found that normally consolidated Florida soils with OC>25% exhibited significant secondary and tertiary creep response.  All of the laboratory secondary and tertiary creep was predicted through Ladd's creep compression ratio, normalized with respect to OC and vertical effective stress. The laboratory tests also revealed that soils with OCs varying from 25% to 50% did not exhibit downward creep upon unloading if surcharged to at least twice the current vertical effective stress.  Soils with OCs over 50%, however, did exhibit downward creep upon unloading, but at a greatly reduced rate (30% to 50%).  Field monitoring of a normally consolidated organic deposit under an existing embankment (SR20 in Florida Panhandle) exhibited significant settlement (secondary and tertiary), 18 in., after 30 years of monitoring.  The latter was predicted very successfully from the laboratory consolidation and creep data.  In the case of field surcharging, the Turnpike's Toll Road 417 was monitored both short-term and long-term for settlements.  The sensors identified that the field settlement due to surcharging was approximately 50% consolidation and 50% creep.  Upon surcharge removal, the field exhibited heave with small amounts of downward creep (2 years after load removal). The site had deep deposits of organic soils with organic content varying from 25% to 75%.  A prediction program based on the Gibson-Lo's Theory using conventional laboratory data (Compression Index, permeability, Creep Compression Ratio, etc.) was developed.  It was used successfully to predict both the SR20 and Toll Road 417 response and may be used to look at different design alternatives (surcharge levels, time, etc.).
KW  - Consolidation
KW  - Creep
KW  - Effective stress
KW  - Embankments
KW  - Field tests
KW  - Florida
KW  - Heaving
KW  - Laboratory tests
KW  - Oedometers
KW  - Organic content
KW  - Settlement (Structures)
KW  - Soils
KW  - Surcharge (Soils)
UR  - https://trid.trb.org/view/702747
ER  - 

TY  - RPRT
AN  - 00975843
AU  - Abu-Farsakh, M Y
AU  - Alshibli, K
AU  - Nazzal, M
AU  - Seyman, E
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - ASSESSMENT OF IN-SITU TEST TECHNOLOGY FOR CONSTRUCTION CONTROL OF BASE COURSES AND EMBANKMENTS
PY  - 2004/05
SP  - 142 p.
AB  - With the coming move from an empirical to mechanistic-empirical pavement design, it is essential to improve the quality control/quality assurance (QC/QA) procedures of compacted materials from a density-based criterion to a stiffness/strength-based criterion.  The nondestructive in-situ tests such as the Geogauge, Dynamic Cone Penetrometer (DCP), and Light Falling Weight Deflectometer (LFWD) can be effective tools for assessing of subsurface conditions and evaluating the stiffness of pavement materials and embankments.  This report evaluates the potential of these three devices to reliably measure the stiffness characteristics of highway materials for possible application in the QC/QA procedures during and after the construction of pavement layers and embankments.  To achieve this, field and laboratory testing programs were conducted.  The laboratory program included construction of different sections inside two boxes (5 x 3 x 2.5 ft) located at the Geosynthetic Engineering Research Laboratory (GERL) at the Louisiana Transportation Research Center (LTRC).  The field tests were conducted on highway sections selected from various projects in Louisiana.  In addition, six test sections and three trench sections were constructed and tested at the LTRC Pavement Research Facility (PRF) site.  The field and laboratory tests included Geogauge, LFWD, and DCP tests in conjunction with two standard tests such as the Plate Load Test (PLT) and Falling Weight Deflectometer (FWD) test.  The California Bearing Ratio (CBR) laboratory tests were also conducted on similar samples collected during the field and laboratory tests.  A statistical analysis revealed good correlations between the measurements obtained from the three investigated devices and those obtained from the standard tests, thus demonstrating that the investigated devices can reliably measure the in-situ stiffness of highway materials, subgrades and embankments.
KW  - Base course (Pavements)
KW  - California bearing ratio
KW  - Compacted soils
KW  - Cone penetrometers
KW  - Correlation analysis
KW  - Embankments
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Geogauges
KW  - Laboratory tests
KW  - Nondestructive tests
KW  - Plate bearing test
KW  - Quality assurance
KW  - Quality control
KW  - Statistical analysis
KW  - Stiffness
KW  - Subgrade (Pavements)
KW  - Test facilities
KW  - Test sections
UR  - http://www.ltrc.lsu.edu/pdf/2008/fr_389.pdf
UR  - https://trid.trb.org/view/702626
ER  - 

TY  - RPRT
AN  - 00975845
AU  - Bischoff, D
AU  - Toepel, A
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - TIRE RUBBER IN HOT MIX ASPHALT PAVEMENTS
PY  - 2004/05
SP  - 60 p.
AB  - In 1989 and 1993, the Wisconsin Department of Transportation (WisDOT) initiated two separate research studies to evaluate (1) the effectiveness of a rubberized asphalt binder mixed with a virgin aggregate gradation for use as an overlay and/or a stress absorbing interlayer, and (2) the recyclability of a reclaimed asphaltic pavement (RAP) containing tire rubber.  These studies are presented in this report.  Numerous test sections and control sections, of different pavement designs, were constructed for performance evaluations and comparisons.  The results and conclusions of the studies are summarized as follows:  The construction of the crumb rubber modified (CRM) hot mix asphalt (HMA) pavement and the recycled CRM RAP went fairly smoothly; only minor complications were encountered, primarily due to lack of experience with paving CRM asphaltic mixes, and were easily overcome.  Emission data showed that recycling a pavement that contains tire rubber does not appear to pose a threat to the health of the workers or to the environment.  All test sections performed comparably with their respective control sections, and no individual test section/pavement design clearly outperformed all others.  The inclusion of crumb rubber into a virgin HMA pavement for use as an overlay or as an interlayer did not enhance or impede the overall performance of the pavement, in comparison to a virgin HMA pavement.  The RAP mix containing tire rubber was successfully recycled and performed similarly to a new HMA pavement.  The asphalt rubber did not appear to increase or decrease the amount or rate of reflective cracking.  The inclusion of crumb rubber increased the cost of the rubberized asphalt binder by 76% to 271%, and the CRM mixes by 52% to 117%.  A CRM HMA interlayer increased the project cost by approximately $10,000 per lane-mile.  Cost savings were achieved when the CRM RAP was milled for recycling, as pavements constructed with RAP are generally less expensive than pavements constructed with virgin materials.  With performances similar to standard HMA pavements and higher costs, WisDOT's CRM HMA pavements have not proven to be cost-effective.
KW  - Asphalt pavements
KW  - Asphalt rubber
KW  - Cost effectiveness
KW  - Costs
KW  - Crumb rubber
KW  - Environmental impacts
KW  - Hot mix asphalt
KW  - Occupational safety
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Recycled asphalt pavements
KW  - Recycling
KW  - Reflection cracking
KW  - Scrap tires
KW  - Stress absorbing interlayers
KW  - Test sections
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-06-02tirerubber.pdf
UR  - https://trid.trb.org/view/702628
ER  - 

TY  - RPRT
AN  - 00974967
AU  - Mussa, R
AU  - Price, G
AU  - Florida State University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - QUANTIFY THE EFFECTS OF RAISING THE MINIMUM SPEED ON RURAL FREEWAYS AND THE EFFECTS OF RESTRICTING THE TRUCK LANES ONLY IN THE DAYTIME. VOLUME 2: SAFETY AND OPERATIONAL EVALUATION OF TRUCK LANE RESTRICTION ON INTERSTATE 75
PY  - 2004/05
SP  - 110 p.
AB  - To reduce conflicts between trucks and smaller vehicles, most highway agencies including the Florida Department of Transportation have implemented various truck restriction strategies.  The truck restriction methods employed in various states include restriction by speed, lane, time, or route.  This study evaluated safety and operating characteristics of the Interstate 75 corridor in north Florida where trucks are restricted throughout the day from using the inside lane--i.e., lane closest to the median--of the six-lane facility.  The field data showed that approximately two-thirds of both passenger cars and trucks were traveling within the 10-mph pace that ranged from approximately 70 mph to 80 mph in the corridor that has a speed limit of 70 mph.  The simulation results showed that there would be no gain in travel times or reduction in delays by rescinding the current policy of restricting trucks from the inside lane for a 24 hour period.  In addition, the simulation results revealed that the number of lane changes would increase--predicting the likelihood of increased crashes in the corridor--if all lanes were opened to trucks.  It is noteworthy that the review of crashes occurring in the corridor indicated that improper lane change was one of the major contributing causes for the crashes that occurred in this corridor.  Based on these results, it was concluded that the current lane restriction policy has positive impacts on safety and operating characteristics in the corridor and should be left in place.
KW  - Field studies
KW  - Florida
KW  - Highway operations
KW  - Highway safety
KW  - Interstate highways
KW  - Lane changing
KW  - Lane restrictions
KW  - Simulation
KW  - Traffic crashes
KW  - Trucks
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BC352_10_2rpt.pdf
UR  - https://trid.trb.org/view/698299
ER  - 

TY  - RPRT
AN  - 00974919
AU  - Federal Highway Administration
TI  - PREFABRICATED BRIDGE ELEMENTS AND SYSTEMS IN JAPAN AND EUROPE: SUMMARY REPORT
PY  - 2004/05
SP  - 5 p.
AB  - A scanning tour of five industrialized countries (Japan, the Netherlands, Belgium, Germany, and France) was conducted in April 2004 to identify international uses of prefabricated bridge elements and systems and to identify decision processes, design methodologies, construction techniques, costs, and maintenance and inspection issues associated with use of the technology.  The scanning team was, therefore, interested in all aspects of design, construction, and maintenance of bridge systems composed of multiple elements that are fabricated and assembled off-site.  The elements consisted of foundations, piers or columns, abutments, pier caps, beams or girders, and decks.  Bridges with span lengths in the range of 6 to 40 m (20 to 140 ft) were the major focus, although longer spans were of interest if a large amount of innovative prefabrication was used.  The focus areas of the study were prefabricated bridge systems that 1) minimize traffic disruption, 2) improve work zone safety, 3) minimize environmental impact, 4) improve constructibility, 5) increase quality, and 6) lower life-cycle costs.  At the completion of the scanning tour, the team had identified 35 bridge technologies that, in one or more aspects, were different from current practices in the United States.  Not all of these related to the primary objectives of the scanning tour.  Using the six focus areas as selection criteria, the team identified nine overall technologies that are initially recommended for possible implementation in the United States: partial depth concrete decks prefabricated on steel or concrete beams; the Poutre Dalle system; full depth prefabricated concrete decks; hybrid steel-concrete deck systems; deck joint closure details; multiple level corrosion protection systems; the SPER system; self-propelled modular trailers; and other bridge installation systems.  A brief description of each of the nine technologies is given in this summary report.
KW  - Beams
KW  - Belgium
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridge piers
KW  - Bridge substructures
KW  - Columns
KW  - Construction
KW  - Corrosion protection
KW  - France
KW  - Germany
KW  - Girders
KW  - Installation
KW  - Japan
KW  - Maintenance
KW  - Netherlands
KW  - Pile caps
KW  - Prefabricated bridges
KW  - Study tours
KW  - Technological innovations
UR  - https://trid.trb.org/view/698271
ER  - 

TY  - RPRT
AN  - 00974921
AU  - Mussa, R
AU  - Price, G
AU  - Florida State University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - QUANTIFY THE EFFECTS OF RAISING THE MINIMUM SPEED ON RURAL FREEWAYS AND THE EFFECTS OF RESTRICTING THE TRUCK LANES ONLY IN THE DAYTIME. VOLUME 1: EVALUATING THE RELEVANCE OF 40 MPH POSTED MINIMUM SPEED LIMIT ON RURAL INTERSTATE FREEWAYS IN FLORIDA
PY  - 2004/05
SP  - 164 p.
AB  - The relevance of posting the 40 mph minimum speed limit signs on rural Interstate freeways in Florida is analyzed by correlating safety and traffic operating characteristics.  The operational data showed that only 0.14% of vehicles had speeds below 40 mph while a 4-year database of reported crashes indicated that about 9% of vehicles involved in crashes were estimated to be traveling with speeds below 40 mph.  The modeling of crashes by Poisson regression showed that increase in the median speed significantly reduced the number of crashes while increase in the variation between fast and slow moving traffic significantly increased the number of crashes.  The preliminary recommendation that could be made based on the available data is for Florida to discard the practice of posting of minimum speed limit signs on rural Interstate freeways.  This recommendation was partly influenced by the survey results which showed that 25 States do not post minimum speed limit signs on highways.
KW  - Florida
KW  - Interstate highways
KW  - Minimum speed limits
KW  - Rural areas
KW  - Speed signs
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BC352_10_1rpt.pdf
UR  - https://trid.trb.org/view/698273
ER  - 

TY  - RPRT
AN  - 00974815
AU  - Nee, J
AU  - Ishimaru, J
AU  - Hallenbeck, M E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - HOV LANE PERFORMANCE MONITORING REPORT 2002, VOLUME 2 - TRENDS
PY  - 2004/05
SP  - 59 p.
AB  - This report identifies and analyzes trends in high occupancy vehicle (HOV) lane usage and performance by comparing HOV lane usage and performance in 2000 with HOV lane usage and performance in 2002.  The report highlights some of the major shifts in peak and off-peak hour HOV usage.  It compares specific data including speed and reliability measures, vehicle volume measures, and person throughput measures from specific sites on the I-5, I-90, SR 520, I-405 and SR 167 freeway corridors.  It also discusses the effects of seasonal factors on travel reliability.  This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget sound area, and in planning for other HOV facilities.
KW  - Decision making
KW  - Freeways
KW  - High occupancy vehicle lanes
KW  - Interstate highways
KW  - Off peak periods
KW  - Peak periods
KW  - Performance
KW  - Person capacity
KW  - Puget Sound Region
KW  - Seasons
KW  - Traffic speed
KW  - Traffic volume
KW  - Transportation planning
KW  - Trend (Statistics)
KW  - Utilization
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/584.1.pdf
UR  - https://trid.trb.org/view/698228
ER  - 

TY  - RPRT
AN  - 00974284
AU  - Vincent, E C
AU  - Townsend, B D
AU  - Weyers, R E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - CREEP OF HIGH-STRENGTH NORMAL AND LIGHTWEIGHT CONCRETE
PY  - 2004/05
SP  - 74 p.
AB  - In addition to immediate elastic deformations, concrete undergoes time-dependent deformations that must be considered in design.  Creep is defined as the time-dependent deformation resulting from a sustained stress.  Shrinkage deformation is the time-dependent strain that occurs in the absence of an applied load.  The total strain of a concrete member is the sum of elastic, creep, and shrinkage strains.  Test beams for the Pinner's Point Bridge were produced by Bayshore Concrete Products Corp. using a high-strength normal weight concrete (HSC) mixture and the Chickahominy River Bridge beams using a high-strength lightweight concrete (LTHSC) mixture.  The test beams and the Chickahominy River Bridge beams were fabricated with thermocouples to track interior concrete temperatures, and vibrating wire gages (VWGs) were placed at the center of prestressing to record changes in strain.  Laboratory creep and shrinkage testing was conducted on specimens prepared with identical materials and similar mixture proportions in the casting of the bridge beams.  The temperature profile from the beams during steam curing was used to produce match-cured specimens for laboratory testing.  Two match-cured batches were produced, along with two standard cured batches.  The creep room had a temperature of 23.0 +/- 1.7 deg C (73.4 +/- 3 deg F) and a relative humidity of 50 +/- 4%.  Companion shrinkage specimens were also placed in the creep room.  Measurements were taken on the creep and shrinkage specimens using a Whittemore gage.  Four HSC cylinders were also equipped with embedded VWGs so that the interior and exterior strains could be compared.  The Whittemore and VWG elastic and creep strains were similar, while the VWGs recorded significantly less shrinkage.  The measured creep and shrinkage strains were compared to different prediction models to determine which model was the most accurate.  The models considered were ACI 209, ACI 209 modified by Huo, CEB Model Code 90, AASHTO-LRFD, Gardner GL2000, Tadros, and Bazant B3.  The ACI 209 modified by Huo was the most accurate in predicting time-dependent strains for the HSC mixture.  The best overall predictor for the LTHSC time-dependent deformations was the Gardner GL2000 model for the standard cure LTHSC specimens, whereas the ACI 209 model was the best predictor of the total strains and individual time-dependent deformations for the match-cured LTHSC mixture.
KW  - Accuracy
KW  - Beams
KW  - Creep
KW  - High strength concrete
KW  - Laboratory tests
KW  - Lightweight concrete
KW  - Mathematical models
KW  - Shrinkage
KW  - Strain (Mechanics)
KW  - Strain measurement
KW  - Temperature measurement
KW  - Thermocouples
KW  - Vibrating wire gages
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr8.pdf
UR  - https://trid.trb.org/view/698047
ER  - 

TY  - RPRT
AN  - 01015054
AU  - Anderson, David A
AU  - Thakar, Vikas
AU  - Antle, Charles
AU  - Stonex, Anne
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Quality Management Plan for Performance-Graded Asphalt Binders
PY  - 2004/04/30/Final Report
SP  - 35p
AB  - The Strategic Highway Research Program (SHRP) and the resulting specifications for performance-graded asphalt binders were a significant step in the modernization of the specifications for hot mix asphalt concrete.  These specifications and associated test methods are intended to relate the acceptance and payment for asphalt binders to field performance.  The SHRP research did not result in a protocol for the acceptance and payment of asphalt binders.  The purchase of asphalt binders by state agencies is complicated, because the asphalt binder is certified by the producer of the asphalt binder, but the ultimate supplier of the binder is the hot mix asphalt plant.  This complicates protocols for payment and strategies for conflict resolution.  Current specifications for highway paving materials are typically payment-based upon percent within limit (PWL) concepts.  These concepts do not apply to the acceptance and payment of asphalt binder.  With this conclusion, the principal researchers in this study devised a new procedure for acceptance and payment that is based upon the within- and between-laboratory testing variability.  The procedure allows the use of supplier-generated testing results and provides a method for assessing the responsibility when material at the hot mix asphalt plant is different from the material produced by the producer.  This document contains a quality assurance (QA) specification in a format that can be applied in the field.  The specification is intended to function in conjunction with laboratory accreditation, qualification of laboratory technicians, knowledge of the laboratory-specific bias as acquired from an inter-laboratory testing program, and a robust database that allows materials sampled at the hot mix asphalt plant to be directly correlated with material shipped by the producer or supplier and the corresponding Certificate of Analysis (COA).
KW  - Acceptance tests
KW  - Bituminous binders
KW  - Conflict management
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Payment
KW  - Producers
KW  - Quality assurance
KW  - Quality control
KW  - Specifications
KW  - Suppliers
KW  - Variables
UR  - https://trid.trb.org/view/771456
ER  - 

TY  - RPRT
AN  - 00977131
AU  - Terrell, E
AU  - Parkey, J
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - MEETING AIR QUALITY CONFORMITY STANDARDS THROUGH ALTERNATIVE SCENARIOS IN THE TRANSPORTATION MODELING PROCESS
PY  - 2004/04/30
SP  - 275 p.
AB  - The goal of the South Carolina Intermodal Transportation Plan is to maintain conformity with National Ambient Air Quality Standards (NAAQS).  The South Carolina Department of Health and Environmental Control Bureau of Air Quality has been working with South Carolina counties to sign an Early Action Compact that will, in effect, bring about a pro-active response to dealing with air quality.  Part of the Early Action Compact will be to introduce strategies for reducing air pollutants from mobile sources.  The purpose of the research project was to introduce and test a new geographic information system (GIS)-based transportation modeling software and to use that software to explore alternative strategies for reducing vehicle miles of travel (VMT) and thereby improve air quality.  The research demonstrates that as the land use density increases, VMT decreases.  If transit is introduced, VMT further declines. As VMT decreased, air quality improved because fewer pollutants were emitted.  However, the changes to VMT and air quality were somewhat marginal.  In part this is a function of the reality that about 80% of the development expected in 2025 exists now, and this development is dispersed in population centers around the county.  Filling in additional density within these centers does not eliminate the travel between dispersed population centers.  As a result of these constraints, increased density and transit usage levels in the most aggressive scenario could not bring Spartanburg's air quality back into compliance because all scenarios involved an increase in VMT over year 2000 levels. However, increased density and transit use did reduce VMT and improve air quality over less dense and lower transit usage scenarios.
KW  - Air quality
KW  - Conformity
KW  - Counties
KW  - Geographic information systems
KW  - Land use
KW  - National Ambient Air Quality Standards
KW  - Population density
KW  - Public transit
KW  - Software
KW  - South Carolina
KW  - Spartanburg (South Carolina)
KW  - Strategic planning
KW  - Transportation planning
KW  - Vehicle miles of travel
UR  - https://trid.trb.org/view/703204
ER  - 

TY  - RPRT
AN  - 00975056
AU  - Faller, R K
AU  - Sicking, D L
AU  - Larsen, J
AU  - Rohde, J R
AU  - Bielenberg, R W
AU  - Polivka, K A
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - TL-5 DEVELOPMENT OF 42- AND 51-IN. TALL, SINGLE-FACED, F-SHAPE CONCRETE BARRIERS
PY  - 2004/04/30
SP  - 55 p.
AB  - A review of tractor-trailer impacts into rigid barrier systems was conducted in order to study the dynamic lateral vehicular loads imparted into common barrier systems.  For a selected number of crash tests, researchers performed two linear regression analyses on the estimated lateral peak load versus impact severity.  This analytical investigation resulted in a peak lateral design load ranging between 681 to 689 N (153 to 155 kips) and 1,081 to 1,103 N (243 to 248 kips) for the AASHTO PL-3 and NCHRP 350 TL-5 impact conditions, respectively. Researchers then determined the redirective capacities of four existing barrier designs using the standard yield-line analytical procedures.  It was determined that the standard yield-line analytical procedures likely underestimate the redirected capacity of solid, reinforced concrete parapets, since other factors likely contribute to the redirective capacity of reinforced and nonreinforced concrete barrier systems.  Since a modified yield-line analysis procedure is currently unavailable, the standard yield-line analysis procedure was used but in combinations with a scaled-down design impact load.  The new barrier systems were developed using a peak design impact load ranging between 939 N (211 kips) to 996 N (224 kips) or based on an average design impact load of approximately 965 N (217 kips). Two single-faced, F-shape concrete barrier systems were designed to meet the TL-5 impact safety standards using the existing yield-line analysis procedures and for 1,067 mm (42-in) and the 1,295 mm (51-in) top-mounting heights.  Attachment options were provided for anchoring the barriers to generic reinforced concrete slabs and a median foundation.  The barrier and foundation systems were based on a conservative design approach where full-scale vehicle crash testing would not be required. Three research projects were recommended that would advance the state-of-the-art for concrete barrier designs and provide new, more economical and innovative barrier and anchorage support systems.
KW  - Barriers (Roads)
KW  - Concrete structures
KW  - Design
KW  - Highway safety
KW  - Impact loads
KW  - Impact tests
KW  - Linear regression analysis
KW  - Tractor trailer combinations
KW  - Yield line method
UR  - https://trid.trb.org/view/698332
ER  - 

TY  - ABST
AN  - 01458770
TI  - Develop the Concept of High Accuracy Nationwide Differential GPS
AB  - No summary provided.
KW  - Accuracy
KW  - Development
KW  - Differential equations
KW  - Global Positioning System
KW  - Research projects
UR  - https://trid.trb.org/view/1226982
ER  - 

TY  - ABST
AN  - 01495362
TI  - Technical Support for Transportation Communications Systems Analysis
AB  - The objective of this project is to provide research support for the Federal Highway Administration (FHWA) research program.
KW  - Analysis
KW  - Communication systems
KW  - Evaluation and assessment
KW  - Research projects
KW  - Technical assistance
KW  - Transportation planning
UR  - https://trid.trb.org/view/1264913
ER  - 

TY  - RPRT
AN  - 00973616
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - TRANSPORTATION PLANNING CAPACITY BUILDING PROGRAM. ANNUAL REPORT FISCAL YEAR 2003
PY  - 2004/04/21
SP  - 11 p.
AB  - The mission of the Transportation Planning Capacity Building (TPCB) Program is to support effective transportation planning in state metropolitan, rural, and tribal settings.  The TPCB Program provides technical assistance, peer networking, training, and other methods of support.  The Program provides products and services designed to help decision makers, transportation officials, and staff resolve the increasingly complex issues they face when addressing transportation needs in their communities.  The primary audiences for the Program include: members of policy boards or executive committees; non-metropolitan local officials and staff, including elected and appointed officials with an interest in transportation planning; staff who participate in the statewide, metropolitan, and local transportation planning processes as members of technical committees, advisory groups, or MPO subcommittees; and tribal government officials and staff.
KW  - Annual reports
KW  - Needs assessment
KW  - Peer groups
KW  - Technical assistance
KW  - Training
KW  - Transportation planning
UR  - http://www.planning.dot.gov/Documents/AnnualReport/AnnualReport.htm
UR  - https://trid.trb.org/view/697624
ER  - 

TY  - ABST
AN  - 01464596
TI  - Research Program Design---Administration of Highway and Transportation Agencies. CEO Engagement Options
AB  - In 2000, TRB sponsored a workshop for state CEO's on management issues facing their organizations. A product of the workshop, TRB Circular 501, identified research needs that have guided NCHRP 20-24. The popularity and ideas generated from the workshop prompted an additional workshop in May 2003, the <em>CEO Leadership Forum</em>[NCHRP Project 20-24(29)]. This Forum recognized the changes that DOT's were facing in both leadership and business practices. Focus was specific to Strategic Leadership, Program Delivery and System Operations. There were 21 action items that were identified that would help address the needs of the CEO leaders now and in the future. This project relates to a number of those 21 items and provides the opportunity to be responsive to needs of DOT leadership. CEO's are faced with the challenges of how best to lead their Departments to meet the ever-changing demands of the transportation industry. They face questions and challenges on organizational structures, community coordination, customer satisfaction, changing technologies, and limited funding with unlimited needs. The average time a CEO holds the position is short, and there is no time for a learning curve. One of the quickest and most beneficial ways to gain information is through peer exchanges and scan reviews. One logical step is to bring together the State DOT CEOs to exchange issues, ideas, and leadership and management approaches. But the challenge is to identify the best process(es) for creating an open and effective dialog. This project addressed the problem of how to share experiences and examples of success, and create a model(s) for CEO engagement. <br /><br />
KW  - Chief executive officers
KW  - Coordination
KW  - Customer satisfaction
KW  - Leadership
KW  - Organizational effectiveness
KW  - Project management
KW  - State departments of transportation
KW  - State highway departments
KW  - Strategic planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=544
UR  - https://trid.trb.org/view/1232827
ER  - 

TY  - ABST
AN  - 01458321
TI  - Measuring of Recurring and Non-Recurring Congestion: Phase IIB
AB  - The focus of this project is on the extension of the Washington State Department of Transportation (WSDOT) Phase I freeway congestion delay estimation methodology to account for different categories of non-recurring events and corridor attributes, and the production of specific analytical results using the enhanced methodology and real-world data.  The Proposed project (Phases IIA and IIB combined) has the following objectives: (1) Enhance the Phase I congestion delay methodology by refining the key threshold parameter, and adding additional capabilities to allocate the estimated non-recurring portion of congestion delay to specific cause in additional to lane-blocking incidents. (2) Enhance the Phase I methodology to analyze potential relationships between congestion patterns and corridor attributes, and explore the feasibility of developing general observation that can be used in other urban areas. (3) Prepare detailed analytical results using these methodology extensions and Seattle area freeway data. (4) Prepare cleaned and filtered data sets of traffic, incident, and other related data, for use by other mobility monitoring research efforts.
KW  - Freeway operations
KW  - Freeways
KW  - Incident detection
KW  - Lane blocking
KW  - Methodology
KW  - Mobility
KW  - Real time data processing
KW  - Real time information
KW  - Research projects
KW  - Seattle (Washington)
KW  - Traffic congestion
KW  - Traffic delays
KW  - Urban areas
KW  - Urban transportation
UR  - https://trid.trb.org/view/1226532
ER  - 

TY  - RPRT
AN  - 00974302
AU  - Sagues, Alberto A
AU  - Kranc, S C
AU  - Balakrishna, V
AU  - Saradhi, A
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - TEST PREPARATION AND DATA ANALYSIS FOR VIBRATIONAL TESTING OF MID BAY BRIDGE TENDONS
PY  - 2004/04/15
SP  - 40 p.
AB  - This report presents results of vibration tests of external post-tensioned tendons of the Mid Bay Bridge performed in October, 2000 and amplifies the scope of previous interim communications.  The tests were intended to aid in detecting possible corrosion damage.  Included is detailed analysis of data from the approach spans, using newly available data processing methodology.  Average estimated tension values of the tendons in the approach spans tested agreed with those expected from design.  Regional variations in estimated tension along the bridge were revealed but appeared to reflect normal variability expected within construction practice.  The ability of the method to detect distress was confirmed by large (27%) differences in estimated tension results from both ends of a tendon later confirmed to have corrosion damage.  With the exception of that tendon (later replaced) after discarding likely artifacts only one other tendon in over 800 tested in the approach spans showed notable (but still < 8%) estimated end-to-end force disparity.  This tendon plus four others that had estimated tensions appreciably lower than others in nearby spans were flagged for special attention in future inspections. Analysis of the center spans tendons was subject to greater uncertainty than elsewhere because of complex geometry, shorter tendon lengths, and obstructions to vibration.  Nevertheless, the estimated tension values there agreed generally with those expected from design and the vibration tests did not reveal conclusive indication of tendon distress there.
KW  - Bridges
KW  - Corrosion
KW  - Information processing
KW  - Inspection
KW  - Posttensioning
KW  - Tendons (Materials)
KW  - Tension
KW  - Vibration tests
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_17_rpt.pdf
UR  - https://trid.trb.org/view/698065
ER  - 

TY  - RPRT
AN  - 00975974
AU  - Sallam, A M
AU  - White, N K
AU  - Ashmawy, A K
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF THE PURDUE TDR METHOD FOR SOIL WATER CONTENT AND DENSITY MEASUREMENT
PY  - 2004/04/14
SP  - 133 p.
AB  - The use of time domain reflectometry (TDR) to measure soil density and water content in geotechnical engineering is relatively new.  The Purdue Method, now accepted as the American Society for Testing and Materials (ASTM) Standard Method (D6780-02), outlines the procedure for obtaining the water content and the dry density of a given soil.  The method relies on the measurement of the dielectric constant of the soil and relating it to the water content by propagating an electromagnetic wave through the soil.  In this report, an extensive research program is carried out to obtain the TDR calibration constants for sandy soils commonly encountered in Florida.  Two ASTM TDR probes have been acquired, and their use in the lab and in the field has provided useful feedback for evaluating and improving the software.  A critical assessment of the TDR method's accuracy and precision was also conducted.  A correlation between the energy required to drive the TDR spikes and the soil's limestone bearing ratio (LBR) is developed.
KW  - Accuracy
KW  - Calibration
KW  - Density
KW  - Field tests
KW  - Florida
KW  - Geotechnical engineering
KW  - Laboratory tests
KW  - Moisture content
KW  - Precision
KW  - Sandy soils
KW  - Soils
KW  - Time domain reflectometers
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_30_rpt.pdf
UR  - https://trid.trb.org/view/702744
ER  - 

TY  - ABST
AN  - 01590195
TI  - Research for the AASHTO Standing Committee on Planning. Task 43. Return on Investment on Freight Rail Capacity Improvement
AB  - There is a growing perception that inadequate transportation capacity in particular corridors or urban bottlenecks may be having an inordinate impact on regional productivity and, perhaps, national competitiveness. The difficulty some states are experiencing in adding urban freeway capacity in critical freight corridors is leading them to consider the cost effectiveness of additional freight rail capacity as a supplement to highway expansion plans. Concurrently, there is a concern the rail industry has only enough business and profit to operate but not to replenish its capital stock sufficiently to keep up with forecast demand (e.g., modal share), let alone assume a greater burden in relief of the highway system.
In combination these issues have led a variety of transportation interest groups (e.g., American Association of State Highway and Transportation Officials (AASHTO), Association of American Railroads (AAR), Freight Stakeholders Coalition) to propose a number of ways to increase public investment in freight rail infrastructure. These include: (1) expanded capital resources for rail passenger service improvements, which coincidentally could improve rail freight service; (2) legitimizing certain railroad improvements for federal-aid highway funding under Congestion Mitigation and Air Quality (CMAQ) or an expanded borders and corridors program; (3) increased funding for the Section 130 highway rail grade crossing program; (4) expansion and alteration of the Railroad Rehabilitation and Improvement Financing Program; and (5) allowing railroads to finance infrastructure investment through the issuance of tax-exempt indebtedness.
There are a number of issues Congress will consider in evaluating the need for and the means of increasing public investment in rail freight capacity. The one on which this task is to be focused is how to demonstrate what the public obtains in terms of benefits from its investment in rail capacity improvement(s). Even with a strongly made case that the railroad industry will need strategic public investments in order to perform the economic role required of it, Congress may still require a clear means of demonstrating of how these investments will generate the public benefits for which they were intended.
As envisioned here, there are three basic approaches, which may be more or less appropriate depending on the programmatic source of the federal/state revenue. These are: (1) Benefit/cost or cost effectiveness - This is a traditional methodology adaptable to the program objective (e.g., minimize highway investment, reduce grade crossing accidents and delay, increased passenger service speeds or service levels).
(2) Return on investment (ROI) - Standard business analysis a railroad would undertake to internally justify a capital investment. (3) Capital plan - A planned series of improvements, which could be multi-modal or public/private, designed to achieve a set of outcomes (e.g., reduced train delays, greater yard capacity, faster running times). This approach could incorporate aspects of the previous two.
This task is to investigate these and, perhaps, other methods of analyzing public investments in freight rail capacity from the perspectives of (a) different likely revenue sources, (b) practicality, and (c) likely policy implications.
KW  - Cost effectiveness
KW  - Freight traffic
KW  - Freight transportation
KW  - Highway capacity
KW  - Improvements
KW  - Investments
KW  - Railroad transportation
KW  - Return on investment
KW  - Traffic volume
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1257
UR  - https://trid.trb.org/view/1398113
ER  - 

TY  - ABST
AN  - 01557256
TI  - Research for the AASHTO Standing Committee on Planning. Task 43.  Return on Investment on Freight Rail Capacity Improvement
AB  - This task is to investigate these and, perhaps, other methods of analyzing public investments in freight rail capacity from the perspectives of (a) different likely revenue sources, (b) practicality, and (c) likely policy implications.
KW  - Freight transportation
KW  - Investments
KW  - National Cooperative Highway Research Program
KW  - Policy making
KW  - Rail (Railroads)
KW  - Research projects
KW  - Return on investment
KW  - Revenues
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1257
UR  - https://trid.trb.org/view/1346916
ER  - 

TY  - ABST
AN  - 01557254
TI  - Research for the AASHTO Standing Committee on Planning. Task 45. Multi-State Corridor Planning
AB  - The purpose of this task is to examine recent multi-state corridor planning efforts and to identify institutional and technical aspects of such efforts that promoted success, and those factors that created challenges.  For the multi-state planning efforts that have occurred over the past 10 years, what were the major factors of success?  What were the specific factors that created barriers to successful multi-state planning?  How were these studies organized?  What was the role of the federal government, if any?  How were the studies funded?  And how did the funding scheme influence the organization of the study?  The study will recommend specific strategies that should be considered in future multi-state studies.
KW  - Corridors
KW  - Multi-agent systems
KW  - National Cooperative Highway Research Program
KW  - Planning
KW  - State departments of transportation
KW  - States
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1259
UR  - https://trid.trb.org/view/1346914
ER  - 

TY  - RPRT
AN  - 00974207
AU  - El-Tawil, S
AU  - University of Michigan, Ann Arbor
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - VEHICLE COLLISION WITH BRIDGE PIERS
PY  - 2004/04/01
SP  - 91 p.
AB  - This report documents three accidental collisions between heavy vehicles and bridge piers that have occurred in the recent past with catastrophic consequences and related loss of life. Inelastic transient finite element simulations are used to investigate the structural demands generated during such events. Two publicly available truck models were considered, a 14-kN Chevy truck (representing light trucks) and a 66-kN Ford truck (representing medium weight trucks).  The two truck models were crashed at various approach speeds into finite element models of two bridge piers with different structural characteristics. Various parameters were computed from the simulations including, stress and strain at key locations, pier, foundation and superstructure deformations, and transient impact forces.  Since the peak transient forces occur for a very short duration during which the pier does not have time to respond, equivalent static forces are computed as a more appropriate measure of the design structural demand.  The calculated forces are used to critique the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) vehicle collision provisions.  Although physical vehicle-pier impact tests were not carried out to verify the accuracy of the simulations, a variety of exercises were conducted to provide confidence in the analysis results.  These exercises included: reviewing previously published verification studies involving the 14-kN truck, mesh refinement studies, energy balance audits, impulse/momentum conservation checks, monitoring of hourglass control energy during the simulations, and comparison of pertinent results to data from truck-bollard collision tests. The vehicle/pier crash simulations conducted as part of this research have shed light on the demands created during the collision process.  The results show that the computed equivalent static forces could be significantly higher than the AASHTO-LRFD design force for a number of simulations involving both trucks.  These results imply that the AASHTO-LRFD design provisions could be unconservative for feasible crash scenarios. This is disturbing because it is possible that trucks heavier than those considered herein, such as tractor trailers, could generate even higher demands.  It is furthermore troublesome that AASHTO-LRFD does not currently contain guidance on how to detail a vulnerable member to ensure that it will survive (with a specific structural performance in mind) a catastrophic impact situation.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge piers
KW  - Crashes
KW  - Deformation
KW  - Design load
KW  - Finite element method
KW  - Heavy vehicles
KW  - Light trucks
KW  - Load and resistance factor design
KW  - Medium trucks
KW  - Simulation
KW  - Static loads
KW  - Strain (Mechanics)
KW  - Stresses
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC355_06rpt.pdf
UR  - https://trid.trb.org/view/697976
ER  - 

TY  - RPRT
AN  - 01622405
AU  - Chavez, Cesar Ivan Medina
AU  - Dossey, Terry
AU  - McCullough, B Frank
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analyses Performed Using the Rigid Pavement Database in Texas
PY  - 2004/04//Research Report
SP  - 124p
AB  - This report is the fifth out of six reports prepared for Research Project 0-1778 “TxDOT Rigid Pavement Database,” conducted by the Center for Transportation Research (CTR) of the University of Texas at Austin and funded by the Texas Department of Transportation (TxDOT). Project 0-1778 documents the efforts conducted for the evaluation of hundreds of pavement test sections that rationally represent the concrete pavement network in Texas. Thousands of condition surveys have been conducted during the last thirty years, and all the information that has been collected has contributed to a better understanding of materials and their performance. In addition, the pavement database has technically contributed to the development of other research studies that have focused on evaluating different variables that affect pavement performance, such as aggregate type and placement season of concrete. This report presents examples of data analyses that can be conducted with the use of the information in the database. It describes various tasks that have been carried out to interpret the information contained in the database.
KW  - Concrete pavements
KW  - Condition surveys
KW  - Data analysis
KW  - Databases
KW  - Evaluation and assessment
KW  - Pavement performance
KW  - Rigid pavements
KW  - Test sections
KW  - Texas
UR  - http://ctr.utexas.edu/wp-content/uploads/pubs/0_1778_5.pdf
UR  - https://trid.trb.org/view/1441744
ER  - 

TY  - RPRT
AN  - 01622264
AU  - Trevino, Manuel
AU  - Kim, Seong-Min
AU  - Smit, Andre
AU  - McCullough, B Frank
AU  - Yildirim, Yetkin
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Asphalt Concrete Overlays on Continuously Reinforced Concrete Pavements: Decision Criteria, Tack Coat Evaluation, and Asphalt Concrete Mixture Evaluation
PY  - 2004/04//Technical Report
SP  - 153p
AB  - This report presents the research undertaken within two areas of study of thin asphalt concrete (AC) overlays to rehabilitate continuously reinforced concrete pavements (CRCP). The first one is the development of a decision tree for the project selection of a rehabilitation of this kind. The second area is the testing of tack coats and AC mixtures for its use in AC overlays. Within the first area, several decision criteria, based on the functional and structural characteristics of the existing pavement, were developed to evaluate the technical suitability of AC overlays on CRCP. These criteria are, namely, a profile criterion, based on the remaining life concept and on the formulation of a dynamic load factor; a condition survey criterion, which utilizes a pavement distress index and the rate of failures per mile per year; and a deflection criterion, which evaluates the hypothetical contribution of an AC overlay based upon deflection measurements performed on the existing structure. The second part of the study investigated the interface shear strength of tack coats used for bonding AC and portland cement concrete pavement (PCCP), and the rutting resistance of asphalt mixtures for use as overlays on CRCP. A shear test was developed for the tack coats experiment, and it was found that mixes with finer gradations appear to improve the shear strengths of tack coat interfaces. Based on the results of the rutting resistance tests, it is recommended to use Superpave,  Coarse Matrix-High Binder (CMHB), and Type C mixes for AC overlays on CRCP, and to avoid using siliceous river gravel aggregates in these mixes because of its inferior performance.
KW  - Asphalt concrete
KW  - Bonding
KW  - Continuously reinforced concrete pavements
KW  - Decision trees
KW  - Overlays (Pavements)
KW  - Rehabilitation (Maintenance)
KW  - Rutting
KW  - Shear strength
KW  - Tack coats
UR  - http://ctr.utexas.edu/wp-content/uploads/pubs/0_4398_3.pdf
UR  - https://trid.trb.org/view/1440715
ER  - 

TY  - RPRT
AN  - 01457354
AU  - Versace, Jose David
AU  - Ramirez, J A
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Full-Width Bridge Deck Panels: A Synthesis Study
PY  - 2004/04//Final Report
SP  - 147p
AB  - In this synthesis study, information related to full-depth precast deck systems has been collected and analyzed in order to facilitate implementation of full-depth precast deck systems in the state of Indiana. Nine full-depth precast deck systems were identified in the literature review. For girder bridges or similar, a full-depth precast, prestressed deck system (New England Region System) is recommended to be implemented. For bridges with decks spanning in the longitudinal direction, where no precast, prestressed deck systems are available, the Exodermic™ Deck System is suggested to be implemented. This system is also an alternative to the New England Region System for implementation in girder bridges. The Effideck™ System, of proprietary nature, is recommended as an alternative for bridges with decks spanning in the longitudinal direction. None of the systems, however, has been implemented over concrete or precast girders. It is also suggested for implementation the use of 1 ¼” diameter headed studs as connectors for steel girders or beams in cases of cast-in-place decks, stay-in-place decks, or full-depth systems. The use of these larger studs in a single row over the girder web reduces the effort required for deck removal and also the probability of damaging the girder top flange and the larger stud.
KW  - Bridge decks
KW  - Bridge design
KW  - Girder bridges
KW  - Panels
KW  - Precast concrete
KW  - Prestressed concrete
UR  - http://dx.doi.org/10.5703/1288284313239
UR  - https://trid.trb.org/view/1218834
ER  - 

TY  - RPRT
AN  - 01123437
AU  - Cuelho, Eli
AU  - Kalinowski, Audrey
AU  - Western Transportation Institute
AU  - California Department of Transportation
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - The Siskiyou Pass Traveler Information and Incident Management Early-Winner Project
PY  - 2004/04//Final Report; Showcase Evaluation #1
SP  - 204p
AB  - Siskiyou Pass is located on a mountainous stretch of Interstate 5, near the California/Oregon border.  Interstate 5 is an important travel and trade corridor on the West Coast.  However, travelers in the region of the Pass must contend with a variety of transportation challenges, including unpredictable weather, high elevations that increase the chance of snow and ice, steep grades, tight curves, and the need for frequent road maintenance.  These conditions increase the potential for accidents.  Moreover, when accidents do occur, the relatively long distance between services may adversely affect emergency response times.  The Siskiyou Pass project attempts to address these challenges on Interstate 5 from Yreka, California, to Medford, Oregon.  The objectives of the project are to: 1) improve local incident management near Siskiyou Pass; 2) improve traveler information services, and 3) enhance traveler mobility.  Intelligent transportation systems (ITS) deployments are evaluated and an incident management plan for the region is discussed.
KW  - Advanced traveler information systems
KW  - California
KW  - Incident management
KW  - Intelligent transportation systems
KW  - Mobility
KW  - Mountain roads
KW  - Oregon
KW  - Passes (Mountains)
KW  - Siskiyou Pass (Oregon)
UR  - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=427869_Siskiyou_Pass_Final_Report.pdf
UR  - https://trid.trb.org/view/884769
ER  - 

TY  - SER
AN  - 01118074
JO  - Issue Briefs
PB  - Federal Highway Administration
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - Toolbox of Countermeasures and Their Potential Effectiveness to Make Intersections Safer
PY  - 2004/04
IS  - 8
SP  - 6p
AB  - This brief paper presents three tables of countermeasures that can be used to enhance intersection safety.  The tables are as follows: Table 1: Signalization Countermeasures at Signalized Intersections; Table 2: Geometric Countermeasures at Unsignalized Intersections; and Table 3: Signs/Markings/Operational Countermeasures (Applicability Notes for Signalized and/or Unsignalized Intersections).
KW  - Countermeasures
KW  - Geometric design
KW  - Highway safety
KW  - Signalized intersections
KW  - Traffic signals
KW  - Traffic signs
KW  - Unsignalized intersections
UR  - http://www.ite.org/technical/IntersectionSafety/toolbox.pdf
UR  - https://trid.trb.org/view/875485
ER  - 

TY  - SER
AN  - 01103338
JO  - Issue Briefs
PB  - Federal Highway Administration
AU  - Federal Highway Administration
AU  - Institute of Transportation Engineers (ITE)
TI  - Pedestrian Safety at Intersections
PY  - 2004/04
IS  - 9
SP  - 4p
AB  - Although intersections represent a very small percentage of U.S. surface road mileage, more than one in five pedestrian deaths is the result of a collision with a vehicle at an intersection. Annually, an average of 5,381 pedestrians died in traffic crashes between 1990 and 2002.  This brief publication gives an overview of 2002 National Highway Traffic Safety Administration’s pedestrian crash facts, discusses pedestrian safety problems at intersections, describes pedestrian safety countermeasures, presents signal hardware and technology, and details sample pedestrian safety programs and tools.
KW  - Countermeasures
KW  - Crash data
KW  - Fatalities
KW  - Intersections
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Safety programs
KW  - Technology
KW  - Traffic signal hardware
KW  - United States
UR  - http://www.ite.org/technical/IntersectionSafety/Pedestrians.pdf
UR  - https://trid.trb.org/view/860471
ER  - 

TY  - RPRT
AN  - 01100780
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - Framework for LTPP Forensic Investigations--Final
PY  - 2004/04//Final Report
SP  - 28p
AB  - The purpose of this document is to provide a framework for forensic investigations at Long-Term Pavement Performance (LTPP) test sections.  The framework is intended to promote consistency and uniformity within the program and to ensure that maximum benefit is derived from the investigations.  The proposed LTPP forensic investigation framework consists of the following three elements: (1) Recommendation for forensic investigation; (2) Development of forensic investigation plan; and (3) Implementation of forensic investigation plan.  This document provides details on the activities to be performed in each element and the assignment of responsibilities.
KW  - Forensic science
KW  - Framework (Planning)
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Test sections
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/framework/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/framework/framework.pdf
UR  - https://trid.trb.org/view/860552
ER  - 

TY  - RPRT
AN  - 01099682
AU  - Massmann, Joel
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - An Approach for Estimating Infiltration Rates for Stormwater Infiltration Dry Wells
PY  - 2004/04//Final Research Report
SP  - 68p
AB  - This report describes an approach for estimating infiltration rates for dry wells that are constructed using standard configurations developed by the Washington State Department of Transportation. The approach was developed recognizing that the performance of these dry wells depends upon a combination of subsurface geology, groundwater conditions, and dry well geometry. The report focuses on dry wells located in unconsolidated geologic materials
KW  - Dryness
KW  - Groundwater
KW  - Hydrogeology
KW  - Infiltration
KW  - Stormwater infiltration design
KW  - Washington (State)
KW  - Wells
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/589.1.pdf
UR  - https://trid.trb.org/view/859214
ER  - 

TY  - RPRT
AN  - 01075117
AU  - Federal Highway Administration
TI  - South Orange County transportation infrastructure improvement project : environmental impact statement
PY  - 2004/04//Volumes held: Draft(5v)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834511
ER  - 

TY  - RPRT
AN  - 01075115
AU  - Federal Highway Administration
TI  - Cross harbor freight movement project in Kings, Queens, Richmond counties, New York, and Hudson, Union, Middlesex, Essex counties, New Jersey : environmental impact statement
PY  - 2004/04//Volumes held: Draft(2v), Dapp(8v)
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834509
ER  - 

TY  - RPRT
AN  - 01074970
AU  - Federal Highway Administration
TI  - Cumberland Head Connector Road, Town of Plattsburgh, Clinton County : environmental impact statement
PY  - 2004/04//Volumes held: Draft, Draft Appendix, Draft AppendixD(is folio), Final, Final Appendix, Final AppendixD(is folio)
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/834364
ER  - 

TY  - RPRT
AN  - 01074582
AU  - Federal Highway Administration
TI  - U.S. Trunk Highway 53 from 1.2 km (3/4 mile) south of St. Louis County Road 307 to the South City Limits of Cook, St. Louis County : environmental impact statement
PY  - 2004/04//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/833976
ER  - 

TY  - RPRT
AN  - 01054403
AU  - Federal Highway Administration
AU  - Institute of Transportation Engineers (ITE)
TI  - Access Management: A Key to Safety and Mobility
PY  - 2004/04//Issue Briefs
SP  - 4p
AB  - Access management can be defined as the process or development of a program intended to ensure that the major arterials, intersections and freeway systems serving a community or region will operate safely and efficiently while adequately meeting the access needs of the abutting land uses along the roadway. The use of access management techniques is designed to increase roadway capacity, manage congestion and reduce crashes. Through the years, extensive investment for public roadway infrastructure has been made.This has largely involved public funds, but private monies also have contributed to rebuilding and enhancing the street system. During the past 30 years or more, the ability to increase roadway capacity has been increasingly difficult due to both economic and environmental constraints. Areas that do not practice effective access management face more rapid deterioration of the quality of traffic flow than those areas with a well-thought out access management policy in place. The purpose of this briefing sheet is to describe the traffic engineering and design considerations in relation to the use of access management techniques to increase safety and reduce crashes.
KW  - Access control (Transportation)
KW  - Countermeasures
KW  - Highway capacity
KW  - Highway design
KW  - Highway safety
KW  - Land use
KW  - Mobility
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic engineering
KW  - Traffic flow
UR  - https://trid.trb.org/view/813191
ER  - 

TY  - RPRT
AN  - 01025843
AU  - Dossey, Terry
AU  - McCullough, B Frank
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Accessing the Rigid Pavement Database Through Microsoft Access
PY  - 2004/04//Technical Report
SP  - 158p
AB  - This report describes the preparation, contents, and use of a database prepared using the Microsoft Access database software commonly installed on personal computers. MS Access databases can be accessed from many popular analysis software titles, including Statistical Analysis System (SAS), MS Excel, Visual Basic, and others. A number of reports, tables, and queries have been prepared and documented herein showing example uses of the new database. The MS Access implementation enhances but does not replace the previous implementation of the database in the SAS language.
KW  - Databases
KW  - Microsoft Access (Software)
KW  - Microsoft Excel (Software)
KW  - Pavement management systems
KW  - Personal computers
KW  - Queries
KW  - Reports
KW  - Rigid pavements
KW  - Statistical analysis system
KW  - Tables (Data)
KW  - Visual Basic
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_1778_3.pdf
UR  - https://trid.trb.org/view/782655
ER  - 

TY  - RPRT
AN  - 00987771
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - FHWA ASSET MANAGEMENT POSITION PAPER
PY  - 2004/04
SP  - 18 p.
AB  - The Federal Highway Administration (FHWA) Office of Asset Management, as part of its mission to promote asset management, sees significant opportunities for partnering and leveraging resources within FHWA.  The purpose of this project is to create a coordinated agencywide asset management strategy by increasing the understanding of, and support for, asset management throughout FHWA; identifying the relationship of asset management principles to key program offices; identifying ways to leverage resources and develop collaborative efforts supporting asset management; and developing a coordinated action agenda to provide support for implementing asset management with state departments of transportation and other partners.  To provide a starting point for the development of an agencywide agenda, individual "white papers" were developed for each major program office, including Infrastructure, Planning, Operations, Safety, Environment, Real Estate Services (Right-of-Way) and Federal Lands.  Each white paper describes the principles of asset management, relates these principles to the specific program office's functions, identifies ongoing activities and research that support asset management and suggests some future activities, including coordination with other offices, that might be useful in the future.  A brief summary of each white paper is included as an Appendix to this paper.  This position paper provides a synthesis of issues and observations raised in developing the white papers, and sets the stage for a one-day workshop involving FHWA senior managers to discuss the white papers and define an action agenda for coordinated asset management strategies in the future.
KW  - Asset management
KW  - Program offices (FHWA)
KW  - U.S. Federal Highway Administration
KW  - White papers
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/ampp.htm
UR  - https://trid.trb.org/view/753647
ER  - 

TY  - RPRT
AN  - 00988079
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
AU  - Department of the Interior
TI  - GREATER YELLOWSTONE RURAL ITS PROJECT WORK ORDER II-2D AVI AT YELLOWSTONE NATIONAL PARK ENTRANCES
PY  - 2004/04
SP  - 40 p.
AB  - The Western Transportation Institute prepared this report as part of Work Order II-2D Automated Vehicle Identification (AVI) at Yellowstone National Park (YNP) Entrance Stations. AVI technology was installed and tested at the North Entrance (near Gardiner) and the Northeast Entrance (near Cooke city) of YNP. There are tentative plans to expand the system to other entrance stations. This report summarizes the evaluation of the effectiveness of the AVI System at the initial deployment sites. This report includes a description of the Greater Yellowstone Rural ITS  (GYRITS) Project, a description of the AVI system, an overview of the challenges and issues, and analysis of the benefits.
KW  - Automatic vehicle identification
KW  - Evaluation
KW  - Greater Yellowstone Rural ITS project
KW  - Installation
KW  - Intelligent transportation systems
KW  - National parks
KW  - Rural areas
KW  - Testing
KW  - Yellowstone National Park
UR  - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=427972_WOII-2D_AVI.pdf
UR  - https://trid.trb.org/view/753721
ER  - 

TY  - RPRT
AN  - 00986036
AU  - Chowdhury, A
AU  - Button, J W
AU  - Wikander, J P
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - VARIABILITY OF HAMBURG WHEEL TRACKING DEVICES
PY  - 2004/04
SP  - 60 p.
AB  - The objective of this implementation project was to prepare procurement specifications and purchase three Hamburg Wheel-Track Devices (HWTDs), install them in two different Texas Department of Transportation (TxDOT) laboratories, and provide training to assist the technicians in proper procedures for testing and data analysis.  The implementation process included conducting a limited proficiency study of all five of the HWTDs belonging to TxDOT as well as two HWTDs belonging to the Texas Transportation Institute and PaveTex.  The proficiency study determined the accuracy and precision of the seven HWTDs.  A statistical analysis of the results revealed no significant differences among the seven HWTDs.  However, the ability of the statistical models to detect differences between the machines was restricted because of the low number of replications of the experiment.  Observations indicate that it may be possible to improve the current TxDOT HWTD data collection technique to improve statistical validity of the measurements.
KW  - Accuracy
KW  - Data collection
KW  - Depth
KW  - Improvements
KW  - Measurement
KW  - Precision
KW  - Procurement
KW  - Ruts (Pavements)
KW  - Specifications
KW  - Statistical analysis
KW  - Testing equipment
KW  - Validity
KW  - Wheel tracking devices
UR  - https://trid.trb.org/view/748031
ER  - 

TY  - RPRT
AN  - 00983507
AU  - Gordon, S
AU  - Trombly, J
AU  - Oak Ridge National Laboratory
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - TRACKING THE DEPLOYMENT OF THE INTEGRATED METROPOLITAN INTELLIGENT TRANSPORTATION SYSTEMS INFRASTRUCTURE IN THE USA: FY2002 RESULTS
PY  - 2004/04
SP  - 84 p.
AB  - This report describes the results of a major data gathering effort carried out in the spring and summer of 2002 aimed at tracking deployment of Intelligent Transportation Systems (ITS) technology in metropolitan areas in the United States. Metropolitan ITS is defined in terms of nine infrastructure components:  Freeway Management, Incident Management, Arterial Management, Electronic Toll Collection, Electronic Fare Payment, Transit Management, Highway-Rail Intersections, Emergency Management, and Regional Multimodal Traveler Information. Deployment is tracked through the use of indicators tied to the major functions of each component.  In addition, integration of components is tracked, the measure being based on a comparison of the reported extent of the transfer of information between components to the maximum possible.  The report summarizes results at a national level and includes information on the number of metropolitan areas deploying selected technologies related to the indicators.  Three separate metropolitan surveys are included in this report:  a survey of 78 major metropolitan areas, 30 medium-sized metropolitan areas, and 20 tourist sites.
KW  - Advanced traveler information systems
KW  - Arterial highways
KW  - Automated toll collection
KW  - Automatic fare collection
KW  - Deployment
KW  - Emergency management
KW  - Freeway management systems
KW  - Incident management
KW  - Infrastructure
KW  - Intelligent transportation systems
KW  - Management
KW  - Metropolitan areas
KW  - Multimodal transportation
KW  - Public transit
KW  - Railroad grade crossings
KW  - Regional planning
KW  - Regional transportation
KW  - Technology
KW  - Tourists
KW  - United States
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14009.htm
UR  - https://trid.trb.org/view/745483
ER  - 

TY  - RPRT
AN  - 00982127
AU  - Spasovic, L N
AU  - Rowinski, J P
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - ALTERNATIVE PERFORMANCE MEASURES FOR EVALUATING CONGESTION
PY  - 2004/04
SP  - 147 p.
AB  - This report summarizes the results of the work performed under the project "Alternative Performance Measures for Evaluating Congestion."  The study first outlines existing approaches to looking at congestion.  It then builds on the previous work in the area of evaluating congestion by incorporating the public's perception of what they consider to be congested through the use of a web-based survey.  The idea of utilizing public input is not frequently seen in studies that look at congestion and its impacts, and what makes this study additionally more unique is the focus on drivers in the State of New Jersey.  The results presented are specific to the area and allow for conclusions in terms of the entire state, various classifications throughout the state (age, income, etc.) as well as more disaggregated county level findings.  The major findings of this effort are that New Jersey motorists are more tolerant of congestion than what is expected according to nationally used traffic engineering principles.  The study also found that although New Jersey motorists are tolerant of congestion, they experience a very significant amount of stress while driving.
KW  - Evaluation and assessment
KW  - New Jersey
KW  - Public opinion
KW  - Stress (Psychology)
KW  - Surveys
KW  - Tolerance (Psychology)
KW  - Traffic congestion
UR  - http://ntl.bts.gov/lib/24000/24700/24791/CongestionSurvey.pdf
UR  - https://trid.trb.org/view/743261
ER  - 

TY  - RPRT
AN  - 00981968
AU  - Carraro, JAH
AU  - Salgado, R
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - MECHANICAL BEHAVIOR OF NON-TEXTBOOK SOILS. LITERATURE REVIEW
PY  - 2004/04
SP  - 50 p.
AB  - Traditionally, soil mechanics has focused on the behavior of two distinct types of geomaterials:  clean sands and pure clays. Under the application of external loads, these two types of geomaterials represent and are conveniently associated with two extreme types of soil responses:  drained and undrained behavior. The drained behavior of clean sands and the undrained behavior of pure clays have been covered extensively in most soil mechanics textbooks.  In order to provide some insight into the mechanical response of additional materials, a literature review on the mechanical behavior of "non-textbook" soils (i.e., soils other than clean sands and pure clays) was carried out. The non-textbook soils investigated in the study were silty sands, clayey sands, silty clays, sandy clays, sandy silts and cemented soils.  The review focused on the following aspects of their mechanical behavior:  (1) response to static loading; (2) response to cyclic loading; (3) compressibility, consolidation and creep behavior; (4) hydraulic conductivity; and (5) additional studies.  Static response studies focused on both strength and stiffness properties of non-textbook soils. Investigations on the cyclic response emphasized the liquefaction resistance and, whenever available, the evolution of excess pore-pressure during cyclic loading.  Whenever possible, an attempt was made to compile experimental protocols and theoretical frameworks used in the studies cited in the literature review.  The literature review indicates that many aspects of the mechanical behavior of non-textbook soils have been studied in a somewhat superficial manner.  A summary of the major observations regarding the mechanical behavior of non-textbook soils is presented.  Topics meriting future research are identified.
KW  - Cemented soils
KW  - Clay
KW  - Compressibility
KW  - Consolidation
KW  - Creep
KW  - Liquefaction
KW  - Literature reviews
KW  - Mechanical properties
KW  - Permeability coefficient
KW  - Pore pressure
KW  - Repeated loads
KW  - Sand
KW  - Sandy clays
KW  - Sandy silts
KW  - Silty clays
KW  - Silty sands
KW  - Soil mechanics
KW  - Soils
KW  - Static loads
KW  - Stiffness
KW  - Strength of materials
UR  - http://docs.lib.purdue.edu/jtrp/143/
UR  - https://trid.trb.org/view/743183
ER  - 

TY  - RPRT
AN  - 00980590
AU  - Shah, A
AU  - Olek, J
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF INDIANA'S SPS9-A SITE
PY  - 2004/04
SP  - 198 p.
AB  - This report summarizes field and laboratory studies conducted to investigate the influence of asphalt binder grade on the field performance of hot mix asphalt (HMA) pavements.  In particular, the effects of binder grade on low temperature cracking and on permanent deformation (rutting) of pavement was investigated. In addition, the validity of some of the existing low-temperature models for assessing the susceptibility of a given binder to low temperature cracking is also analyzed.  The study involved construction and field evaluation of six test sections on the interstate I-70, east of Indianapolis.  Four of the six sections contained various Superpave binder grades, one of the sections was constructed using traditional Marshal mix design, and one of the sections contained 15% of recycled asphalt concrete.  The monitoring of performance of the test sections involved periodical distress surveys and collection of field cores for laboratory testing of volumetric, binder and aggregate properties.  In addition, the original binders and plant mix samples were also evaluated.  The results of this test program indicate that, in general, the binder grade does influence the field performance of HMA and that susceptibility to failure of a given material can (in many cases) be predicted from the laboratory test results.  Particularly good correlation between the laboratory-based data and field performance was observed for low-temperature binder tests, indicating that these tests can reliably predict the critical cracking temperature of the pavement.  On the other hand, the test results also confirmed that low-temperature prediction algorithms proposed in the original Superpave specifications were too conservative for the environmental conditions present at the test site.
KW  - Aggregates
KW  - Asphalt concrete
KW  - Asphalt pavements
KW  - Binder grade
KW  - Binders
KW  - Bituminous binders
KW  - Cores (Specimens)
KW  - Cracking of asphalt concrete pavements
KW  - Deformation
KW  - Field tests
KW  - Hot mix asphalt
KW  - Indiana
KW  - Interstate highways
KW  - Laboratory tests
KW  - Low temperature
KW  - Mix design
KW  - Pavement distress
KW  - Performance tests
KW  - Properties of materials
KW  - Recycled materials
KW  - Rutting
KW  - Superpave
KW  - Volumetric analysis
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1541&context=jtrp
UR  - https://trid.trb.org/view/740971
ER  - 

TY  - RPRT
AN  - 00980079
AU  - Townsend, F  C
AU  - Anderson, J B
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - A COMPENDIUM OF GROUND MODIFICATION TECHNIQUES
PY  - 2004/04
SP  - 370 p.
AB  - Increased growth has led to the need to use marginal sites, and because many soils can be made into useful construction material when properly modified, ground modification has become a viable consideration for many infrastructure projects.  This report summarizes the advantages/limitations, appropriate selection of ground modification technique, and design considerations for the following ground modification techniques:  (1) compaction, (2) deep dynamic compaction, (3) surcharging (preloading), (4) stone columns, (5) soil stabilization, (6) grouting, (7) jet grouting, (8) deep soil mixing, (9) mechanically stabilized earth (MSE) walls, (10) reinforced slopes, (11) soil nailing, (12) geogrids in highways, and (13) lightweight fills.
KW  - Columns
KW  - Deep soil mixing
KW  - Earth walls
KW  - Fills
KW  - Geogrids
KW  - Ground modification
KW  - Grouting
KW  - Jet grouting
KW  - Lightweight materials
KW  - Mechanically stabilized earth
KW  - Slopes
KW  - Soil compaction
KW  - Soil nailing
KW  - Soil stabilization
KW  - Stone
KW  - Surcharging (Preloading)
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_64_rpt.pdf
UR  - https://trid.trb.org/view/740801
ER  - 

TY  - RPRT
AN  - 00978603
AU  - DeBlasio, A J
AU  - Regan, Terrance J
AU  - Zirker, Margaret E
AU  - Fichter, K S
AU  - Lovejoy, K
AU  - Volpe National Transportation Systems Center
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: AUGUST 2003 NORTHEAST BLACKOUT, NEW YORK CITY
PY  - 2004/04
SP  - 69 p.
AB  - This report documents the actions taken by transportation agencies in response to the August 14, 2003, blackout throughout the Northeast.  It is part of a larger effort to examine the impacts of catastrophic events on transportation system facilities and services and the role of intelligent transportation systems (ITS) in emergencies.  It also highlights the importance of good communications between transportation agency staff and the public safety officials who are the first responders during catastrophic events.  The findings documented in this report are a result of the creation of a detailed chronology of events in the New York City metropolitan region, a literature search, and interviews of key personnel involved in transportation operations decision-making during the blackout.
KW  - Case studies
KW  - Catastrophic events
KW  - Communications
KW  - Decision making
KW  - Emergency management
KW  - Intelligent transportation systems
KW  - Interagency relations
KW  - Interviewing
KW  - Literature reviews
KW  - New York Metropolitan Area
KW  - Northeast United States blackout, August 2003
KW  - Operations
KW  - Transportation facility operations
KW  - Transportation system management
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14023.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14023_files/14023.pdf
UR  - https://trid.trb.org/view/740351
ER  - 

TY  - RPRT
AN  - 00978436
AU  - Federal Highway Administration
TI  - WESTERN UNIFORMITY SCENARIO ANALYSIS: A REGIONAL TRUCK SIZE AND WEIGHT SCENARIO REQUESTED BY THE WESTERN GOVERNORS' ASSOCIATION
PY  - 2004/04
SP  - 152 p.
AB  - In 2000, the U.S. Department of Transportation (DOT) issued the "Comprehensive Truck Size and Weight (CTS&W) Study."  The CTS&W Study analyzed five truck size and weight scenarios varying from a rollback of size and weight limits to nationwide operations of longer combination vehicles (LCVs).  The Western Governors' Association (WGA) requested that DOT analyze an additional scenario that would be limited to Western States already allowing LCVs.  Specifically, the WGA asked the DOT to analyze a policy option that would allow 13 Western States to harmonize LCV weights and dimensions at levels that meet existing federal axle load limits and the Federal Bridge Formula and that are in accordance with guidelines established by the Western Association of State Highway and Transportation Officials (WASHTO).  This report presents the results of this analysis. Both positive and negative impacts of the proposed scenario were discovered.  The report estimates that total truck traffic would decrease by 25% in the region, primarily in the long-haul trucking sector.  Forecasts for total truck vehicle miles traveled in 2010 would drop from 18.8 billion to a little over 14 billion.  The most dramatic change would be seen in a 76% drop in travel by conventional 5-axle tractor semitrailers, and a 44% drop in STAA doubles.  Less than one-tenth of one percent of rail traffic would be expected to divert to LCVs.  However, the report also finds that the changes in the scenario would affect long-term pavement and bridge costs, and necessitate interchange and other design improvements to accommodate larger trucks.  Pavement costs might actually decline by 4%, according to the analysis, because of reduced truck traffic.  However, bridge improvement costs are projected to double as states address bridges overstressed by additional weight.  Additional costs are also anticipated for improvements to geometric designs to accommodate the longer configurations.  The report found safety data inadequate to fully determine potential impacts upon vehicle safety.  It also found that impacts on traffic operations are also an issue.  The largest benefit found would be reduced shipper costs.  If fully implemented in each state, the report estimates that the scenario could save shippers some $2 billion a year, a savings of almost 4% in the region.  The report points out that few Western states charge fees that cover the kind of infrastructure costs that would be associated with LCV operations, and recommends that this issue be addressed, so that the increased costs are not passed on to other highway users.  The report concludes that, without strong support from state elected officials, which has not been evident to date, the risks of adverse impacts, the divisiveness that might ensue as the current balance is upset, and the further polarization of the issue would outweigh the benefits that might be realized.
KW  - Axle loads
KW  - Benefits
KW  - Bridges
KW  - Costs
KW  - Geometric design
KW  - Highway operations
KW  - Highway safety
KW  - Impact studies
KW  - Interchanges
KW  - Load limits
KW  - Longer combination vehicles
KW  - Pavements
KW  - Size and weight regulations
KW  - Tractor trailer combinations
KW  - Trucking
KW  - Vehicle size
KW  - Vehicle weight
KW  - Western States
UR  - http://www.fhwa.dot.gov/policy/otps/truck/wusr/wusr.pdf
UR  - https://trid.trb.org/view/740282
ER  - 

TY  - RPRT
AN  - 00977139
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - SIGNAL SYSTEMS ASSET MANAGEMENT STATE-OF-THE-PRACTICE REVIEW
PY  - 2004/04
SP  - 18 p.
AB  - This technical memorandum presents a synthesis of existing practice in signal systems asset management, based on collection of information from state and local agencies with signal system management responsibilities.  One hundred twenty agencies were contacted and asked to fill out a data collection instrument placed on the web.  The instrument was designed to collect basic information on the size and characteristics of each agency's signal system, and to provide an indication of the extent to which asset management principles were being applied. Participation in the data collection was voluntary and 26 agencies responded during the fall and winter of 2003-2004. In-depth interviews with selected agencies will be used to supplement this information in order to provide input for development of a generic signal system asset management system model.
KW  - Asset management
KW  - Data collection
KW  - Interviewing
KW  - Local government agencies
KW  - State government agencies
KW  - State of the practice
KW  - Surveys
KW  - Traffic signal control systems
UR  - http://ops.fhwa.dot.gov/publications/ssam_sop/ssam_sop.pdf
UR  - https://trid.trb.org/view/703213
ER  - 

TY  - RPRT
AN  - 00975950
AU  - Schrock, S D
AU  - Ullman, G L
AU  - Williams, A A
AU  - Chrysler, S T
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - IDENTIFICATION OF TRAVELER INFORMATION AND DECISION-MAKING NEEDS FOR MANAGED LANE USERS
PY  - 2004/04
SP  - 74 p.
AB  - Researchers conducted focus groups in Dallas, Houston, and San Antonio to better determine what information drivers believe they need and how well they understand current and proposed message formats.  Participants disagreed with the standard of marking the entrance to the managed lane from the general-purpose lanes with an EXIT sign, as they considered themselves still on the overall facility.  Participants were also receptive to using a different color sign or at least a different colored banner to help differentiate between managed lane and general-purpose lane information.  The research team developed a conceptualized driver decision-making model to help managed lane designers understand the type of information that drivers need in order to make informed decisions about whether or not to use the managed lane facility.  Recommendations are made for further research into which types of information could be moved off of the roadway and presented in other formats, such as the Internet or highway advisory radios.
KW  - Color
KW  - Decision making
KW  - Driver information systems
KW  - Focus groups
KW  - General purpose lanes
KW  - Highway advisory radio
KW  - Internet
KW  - Managed lanes
KW  - Recommendations
KW  - Research
KW  - Traffic signs
KW  - Traveler information and communication systems
UR  - http://managed-lanes.tamu.edu/resources/0-4160-13
UR  - https://trid.trb.org/view/702728
ER  - 

TY  - RPRT
AN  - 00975951
AU  - Chrysler, S T
AU  - Williams, A
AU  - Schrock, S D
AU  - Ullman, G
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TRAFFIC CONTROL DEVICES FOR MANAGED LANES
PY  - 2004/04
SP  - 50 p.
AB  - U.S. standards for traffic control devices for managed lanes, high occupancy vehicle lanes, preferential lanes, special use lanes, and toll facilities are reviewed.  A summary of current practices in the United States and other countries is included. U.S. standards have improved, especially in the area of preferential lane signing and pavement markings, with the release of the 2003 "Manual on Uniform Traffic Control Devices" (MUTCD).  Differences between current practice and the new standards are highlighted.  Standards for allowed vehicle symbols, access point terminology, and route labeling are still not in place.  Planners of managed lanes facilities are encouraged to consider traveler information needs in the early stages of planning to allow sufficient distance for conveying complex operating rules.  Careful sign placement and color coding are discussed as alternative ways to avoid driver information overload.
KW  - Color codes
KW  - Driver information systems
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Location
KW  - Managed lanes
KW  - Manual on Uniform Traffic Control Devices
KW  - Preferential lanes
KW  - Road markings
KW  - Special use lanes
KW  - Standards
KW  - State of the practice
KW  - Toll facilities
KW  - Traffic control devices
KW  - Traffic signs
KW  - Traveler information and communication systems
UR  - http://managed-lanes.tamu.edu/resources/0-4160-16
UR  - https://trid.trb.org/view/702729
ER  - 

TY  - RPRT
AN  - 00975839
AU  - Ingram, L S
AU  - Herbold, K D
AU  - Baker, T E
AU  - Brumfield, J W
AU  - Felag, M E
AU  - Ferragut, T R
AU  - Grogg, M G
AU  - Lineman, L R
AU  - Rasmussen, R O
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - SUPERIOR MATERIALS, ADVANCED TEST METHODS, AND SPECIFICATIONS IN EUROPE
PY  - 2004/04
SP  - 136 p.
AB  - U.S. transportation agencies and industry seek to improve the highway infrastructure by enhancing processes for introducing new and innovative materials.  The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe to investigate the use of superior materials in the highway infrastructure.  The U.S. delegation visited the United Kingdom, Denmark, Germany, and the Netherlands to review their approaches to introducing, approving, and specifying new materials and products for highway construction.  The team observed process differences between European and American practice and unique technologies with potential for use in the United States.  The scanning team's recommendations for U.S. application include developing a program to explore long-range solutions for meeting highway needs, a facility for accelerated testing of pavement markings, a model performance-based maintenance contract, and guidance on noise issues in pavement design, construction, and maintenance.  The team also recommends further study of product development and material specification programs used in Europe.
KW  - Accelerated tests
KW  - Contracts
KW  - Denmark
KW  - Europe
KW  - Germany
KW  - Highway maintenance
KW  - Innovation
KW  - Netherlands
KW  - New products
KW  - Noise
KW  - Pavement design
KW  - Pavement maintenance
KW  - Product development
KW  - Recommendations
KW  - Road construction
KW  - Road markings
KW  - Road materials
KW  - Specifications
KW  - Study tours
KW  - Technological innovations
KW  - United Kingdom
UR  - https://trid.trb.org/view/702622
ER  - 

TY  - RPRT
AN  - 00975827
AU  - Helmicki, A J
AU  - Hunt, V J
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - INSTRUMENTED MONITORING AND MODELING OF WAS-339-2013 PRIOR TO, DURING, AND AFTER SUPERLOAD
PY  - 2004/04
SP  - 261 p.
AB  - Several superloads were scheduled to cross a bridge at the Muskingum River along Route 339 near Marietta (WAS-339-2013) in the Summer of 2001.  The largest of these (883,488 lb or 3,930 kN) was the biggest superload in recorded Ohio history.  A new power plant was being constructed nearby and huge pieces of equipment were to be transported to the site.  However, a BARS-based software analysis conducted by the Structural Engineering Office of the Ohio Department of Transportation revealed possible overload conditions in connection with these load/structure combinations.  A permit would not be issued without further evidence of the actual load capacity of the bridge.  The bridge in question (WAS-339-2013) is a 2-lane, 6-span, 650-ft (198.250-m) steel stringer bridge with a reinforced concrete deck, built in 1963, crossing the Muskingum River.  The University of Cincinnati Infrastructure Institute was contracted to instrument the bridge with strain transducers and conduct a series of controlled experiments with loaded dump trucks to determine the load carrying capacity of the structure. Linear superposition was used to then evaluate and verify the capacity of WAS-339-2013 for the superload passage.  In addition, a set of three of the superload passages were monitored.  The various superload live load responses measured were within 10% of the truckload-based predictions.  A maximum stress of 10 ksi (68.95 MPa) occurred at the piers and midspans of the bridge, with some temporary loss of the unintended composite action between the steel girders and the concrete decking.  Minor permanent damage was observed (e.g., transverse cracking in the roadway).  The loads arrived without incident.
KW  - Bearing capacity
KW  - Before and after studies
KW  - Bridge piers
KW  - Bridges
KW  - Dump trucks
KW  - Field tests
KW  - Live loads
KW  - Monitoring
KW  - Oversize loads
KW  - Strain transducers
KW  - Stresses
KW  - Superloads
KW  - Transverse cracking
UR  - http://www.dot.state.oh.us/research/2004/Structures/14788-FR.PDF
UR  - https://trid.trb.org/view/702609
ER  - 

TY  - RPRT
AN  - 00975825
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - INTERSECTION SAFETY ISSUE BRIEFS
PY  - 2004/04
SP  - v.p.
AB  - This document contains a series of Issue Briefs on various intersection safety-related topics.  This is the Second Edition of these briefs.  The target audience for the Issue Briefs consists of traffic engineers and transportation and safety professionals.  Many products have developed over the past two years that will help practitioners evaluate causes of intersection crashes and potential solutions.  The Issue Briefs provide practitioners with a substantial number of references and resources for subsequent review and consideration.  The materials could also be used by a far wider audience of people and organizations who want to promote intersection safety issues within their area of influence.  The topics included in this edition are as follows:  (1) Introduction; (2) The National Intersection Safety Problem; (3) Traffic Control Devices: Uses and Misuses; (4) Stop Signs; (5) Signals; (6) Engineering Countermeasures to Reduce Red Light Running; (7) Red-Light Cameras; (8) Intersection Safety Countermeasures; (9) Pedestrian Safety; (10) Older Drivers; (11) ADA Considerations at Intersections; (12) Human Factors; (13) Access Management; (14) Roundabouts; (15) Road Safety Audits; (16) Work Zones; and (17) Resources.  The format of the Issue Briefs has changed with the second edition.  They are now three-hole punched and can easily be placed in a notebook for quick access and for reproduction as required.
KW  - Access control (Transportation)
KW  - Aged drivers
KW  - Americans with Disabilities Act
KW  - Cameras
KW  - Countermeasures
KW  - Guides to information
KW  - Human factors
KW  - Intersections
KW  - Pedestrian safety
KW  - Persons with disabilities
KW  - Red light running
KW  - Roundabouts
KW  - Safety audits
KW  - Stop signs
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signals
KW  - Work zones
UR  - http://www.ite.org/decade/pubs/BriefingSheets.pdf
UR  - https://trid.trb.org/view/703671
ER  - 

TY  - SER
AN  - 00975816
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - A REVIEW OF THE SIGNALIZED INTERSECTIONS: INFORMATIONAL GUIDE
PY  - 2004/04
SP  - 8 p.
AB  - This TechBrief reviews Federal Highway Administration (FHWA) Publication No. FHWA-HRT-04-091, "Signalized Intersections: Informational Guide."  The Guide provides methods for evaluating the safety and operations of signalized intersections and tools to remedy deficiencies.  The information contained in the Guide is based on the latest research available.  It will help practitioners make insightful intersection assessments and understand the tradeoffs of potential improvement measures.  The Guide includes examples of novel treatments and best practices in use by jurisdictions across the United States.  The Guide takes a holistic approach to address signalized intersections and considers the safety and operational implications of a particular treatment on all system users (including motorists, pedestrians, bicyclists, and transit riders).  It is organized into three parts:  (I) Fundamentals; (II) Project Process and Analysis Methods; and (III) Treatments.
KW  - Best practices
KW  - Guidelines
KW  - Highway operations
KW  - Highway safety
KW  - Improvements
KW  - Signalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/04092/index.cfm
UR  - https://trid.trb.org/view/704147
ER  - 

TY  - RPRT
AN  - 00975814
AU  - Hoerner, T E
AU  - Smith, K D
AU  - Bruinsma, J E
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - INCREMENTAL COSTS AND PERFORMANCE BENEFITS OF VARIOUS FEATURES OF CONCRETE PAVEMENTS
PY  - 2004/04
SP  - 212 p.
AB  - Various design features (such as dowel bars, tied shoulders, or drainable bases) may be added to a portland cement concrete (PCC) pavement design to improve its overall performance by maintaining a higher level of serviceability or by extending its service life.  However, the addition of these features also increases the initial cost of the pavement design, in some cases quite significantly.  This then raises the question as to whether the improved performance benefits gained by adding the design features are worth the increase in cost.  Furthermore, the effects of adding more and more design features to a PCC pavement design may produce smaller and smaller performance gains, while significantly increasing the overall costs of the pavement structure.  Unfortunately, current design practices do not always consider this tradeoff between performance benefits and costs when design features are added to a PCC pavement design.  This report presents a methodology for quickly assessing the relative costs and benefits of incorporating various design features in PCC pavements.  That methodology has been incorporated into an analytical software tool that can be used by pavement design engineers who are interested in investigating the cost versus performance tradeoffs associated with the selection of different design features during the PCC pavement design process.  The tool is not intended to provide absolute answers on the effect of different design features, but rather to provide insight into general performance and cost trends associated with the use of those design features.
KW  - Benefits
KW  - Concrete pavements
KW  - Costs
KW  - Design features
KW  - Methodology
KW  - Pavement design
KW  - Pavement performance
KW  - Software
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/04044/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/04044/04044.pdf
UR  - https://trid.trb.org/view/702598
ER  - 

TY  - RPRT
AN  - 00974969
AU  - Hunter, W W
AU  - Feaganes, J R
AU  - University of North Carolina, Chapel Hill
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECT OF WIDE CURB LANE CONVERSIONS ON BICYCLE AND MOTOR VEHICLE INTERACTIONS
PY  - 2004/04
SP  - 25 p.
AB  - The main objective of this project was to examine the operational effects of converting 14-ft wide curb lanes (WCLs) to an 11-ft travel lane with a 3-ft undesignated lane at various locations in Broward County, Florida.  Six midblock and four intersection sites were selected for study.  The selected study sites were a mix of configurations to provide comparisons.  One of the midblock sites where the stripe was newly added did not have curb and gutter.  Two of the midblock sites had been previously striped with the 3-ft undesignated lane.  The study design was before-after in which data were collected prior to and after the stripe designating the 3-ft lane was deployed. The ideal would have been before-after with comparison sites, but obtaining matching comparison sites would have been very difficult.  Videotapes were taken of bicyclists riding through the midblock and intersection locations before and after placement of the 3-ft undesignated lane striping.  In the locations where the 3-ft stripe was already in place, the videotaping was done to examine whether changes were occurring over time.  To an extent, these previously-striped roadways served as control or comparison sites.  Once the videotaping was complete, software was used to extract images at all midblock locations so that before-after lateral spacing measurements could be obtained.  After the new striping:  (1) bicycles were ridden, on average, 7 to 9 in. farther away from the gutter pan seam; (2) motor vehicles were driven, on average, 6 to 12 in. farther away from the gutter pan seam; (3) passing motor vehicles were driven, on average 3 to 5 in. closer to bicycles at curb and gutter sites; conversely, passing motor vehicles were driven, on average, 4 to 6 in. farther away from bicycles at the sites where the stripe was already in place; and (4) the addition of the stripe at new locations had the effect of reducing the amount of motor vehicle encroachment into the adjacent lane on these multi-lane roadways.
KW  - Before and after studies
KW  - Bicycle lanes
KW  - Broward Country (Florida)
KW  - Curbs
KW  - Gutters
KW  - Image processing
KW  - Lateral placement
KW  - Motor vehicle encroachment
KW  - Striping
KW  - Traffic lanes
KW  - Undesignated lanes
KW  - Videotapes
KW  - Wide curb lanes
KW  - Width
UR  - https://trid.trb.org/view/698301
ER  - 

TY  - RPRT
AN  - 00974960
AU  - Federal Highway Administration
TI  - ROADWAY SAFETY HARDWARE MANAGEMENT SYSTEMS: SAVE LIVES, TIME, AND MONEY
PY  - 2004/04
SP  - 2 p.
AB  - The U.S. Department of Transportation (DOT) and the American Association of State Highway and Transportation Officials have created a goal to reduce the fatality rate from 1.5 to 1.0 deaths per 100 million vehicle miles traveled by 2008.  Many programs, people, and resources will be needed to help the Nation reach this goal.  Roadway safety hardware management systems are a key part of the solution.  This brief report points out the benefits of a roadway safety hardware management system, defines asset management, and looks at what several state DOTs are doing in the area of asset management.  While the states have approached asset management differently, all aim to improve resource utilization, decision making processes, safety, and system reliability.
KW  - American Association of State Highway and Transportation Officials
KW  - Asset management
KW  - Benefits
KW  - Roadway safety hardware management systems
KW  - State departments of transportation
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/research/safety/04102/
UR  - https://trid.trb.org/view/698293
ER  - 

TY  - RPRT
AN  - 00974812
AU  - Luna, R
AU  - University of Missouri, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF BRIDGE APPROACH SLABS, PERFORMANCE AND DESIGN
PY  - 2004/04
SP  - 112 p.
AB  - The design changes in the 1990s to bridge approaches resulted in approach slabs of about 8 m in length supported at one end on the bridge abutment and at the other by a sleeper beam resting on the embankment.  These slabs have not performed adequately due primarily to excessive deformation of the foundation and fill soils under the slab and sleeper beam.  Survey questionnaires were administered for resident engineers in Missouri and neighboring states to assess overall performance. Two bridge sites were selected for more detailed study of the deformation mechanisms.  Analyses involving modeling using a finite element method program were conducted using soil properties obtained from drilling, sampling and laboratory testing at the study sites.  Conclusions and recommendations are in the following categories:  initiating programmatic instrumentation and monitoring plans for approach embankments; enhanced drilling, sampling and analysis at locations of future embankments; geosynthetic reinforcement of the embankment; staged construction; separating grading and paving contract; abutment and drainage details; and improved compaction specifications.
KW  - Bridge abutments
KW  - Bridge approaches
KW  - Compaction
KW  - Computer models
KW  - Deformation
KW  - Design
KW  - Drainage
KW  - Embankments
KW  - Engineers
KW  - Finite element method
KW  - Geosynthetics
KW  - Monitoring
KW  - Questionnaires
KW  - Recommendations
KW  - Reinforcement (Engineering)
KW  - Slabs
KW  - Specifications
KW  - Surveys
UR  - http://library.modot.mo.gov/RDT/reports/Ri02033/RDT04010.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56085/RDT04010.PDF
UR  - https://trid.trb.org/view/698225
ER  - 

TY  - RPRT
AN  - 00974300
AU  - McVay, M C
AU  - Badri, D
AU  - Hu, Z Y
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - DETERMINATION OF AXIAL PILE CAPACITY OF PRESTRESSED CONCRETE CYLINDER PILES
PY  - 2004/04
SP  - 132 p.
AB  - This study focused on determining unit skin and tip resistance of large diameter open-ended steel and concrete cylinder piles in different soil types using insitu Standard Penetration Test (SPT) data.  A total of 35 piles with pile diameters ranging from 36 in. to 84 in. (most common 54 in.) were collected from Florida, California, Virginia, Maryland, etc.  Each had a static load test with a few (9) instrumented with strain gauges along their length.  Twenty-one of the static load tests reached Davisson's capacity used to assess failure.  Using the database of piles, which reached failure, equations of unit skin friction and end bearing vs. SPT N values were developed.  For those piles that didn't have strain gauges to differentiate skin from tip resistance, DeBeer's method of plotting load vs. displacement on log-log plot was used to differentiate skin from tip resistance.  In determining end bearing, the use of pile cylinder area or total cross-sectional area was studied.  It was found from dynamic analysis of large open-ended piles that the unit skin friction inside the pile did not generally overcome the inertia force acting on the soil plug (i.e., pile was unplugged during driving).  However, FEM studies on static or slow rates of loading (i.e., no inertia forces) suggested that many cylinder piles acted plugged during static loading.  Load and Resistance Factor Design (LRFD) resistance factor analysis suggested that the pile's total end area gave better prediction than the pile's cylinder area (% of Davisson capacity available for design = 0.65 vs. 0.60).  A range of LRFD resistance factors versus reliability values were determined for design.
KW  - Axial capacity
KW  - Cylinder piles
KW  - Diameter
KW  - End bearing piles
KW  - Finite element method
KW  - Load and resistance factor design
KW  - Load tests
KW  - Piles (Supports)
KW  - Resistance (Mechanics)
KW  - Skin friction
KW  - Soil penetration test
KW  - Static loads
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_GT/FDOT_BC354_60_rpt.pdf
UR  - https://trid.trb.org/view/698063
ER  - 

TY  - RPRT
AN  - 00974283
AU  - Hoppe, E J
AU  - Mullen, W G
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - FIELD STUDY OF A SHREDDED-TIRE EMBANKMENT IN VIRGINIA
PY  - 2004/04
SP  - 56 p.
AB  - In response to increased environmental concerns, the Virginia Department of Transportation, with the support of the Virginia Department of Environmental Quality, developed an experimental project designed to test the feasibility of using shredded tires for constructing highway embankments.  Approximately 1.7 million discarded tires were used on the project constructed near Williamsburg in the summer of 1993, the only shredded-tire highway embankment in Virginia to date.  During the 10-year monitoring period, the shredded-tire embankment performed satisfactorily based on environmental and engineering assessments.  The researchers recommended that the use of shredded-tire embankments be considered a viable option for disposing of discarded tires in an environmentally responsible way.
KW  - Embankments
KW  - Feasibility analysis
KW  - Field studies
KW  - Highways
KW  - Performance
KW  - Recycling
KW  - Shredded tires
KW  - Tires
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r20.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37185/04-r20.pdf
UR  - https://trid.trb.org/view/698046
ER  - 

TY  - RPRT
AN  - 00974290
AU  - Francis, G J
AU  - Colorado State University, Fort Collins
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - IDENTIFICATION OF APPROPRIATE INVESTMENT LEVELS TO IMPROVE AND MAINTAIN SEAT BELT USAGE RATES IN THE STATE OF COLORADO
PY  - 2004/04
SP  - 32 p.
AB  - The study was designed to gather data from both primary and secondary states regarding investments in informational and educational messages on the use of seat belts.  This investment data was correlated to seat belt usage rates.  Within secondary states, the coefficient of determination was .99, indicating that most of the variability in usage rate change was due to the investments made in media and educational campaigns.  While the coefficient of determination was much lower for primary states (.46 vs .99), the average seat belt usage rate is 11% higher. This suggests that the law itself as well as other variables has more to do with changes in usage rate in primary states. Although Colorado has made impressive improvements, the data points to the possibility that diminishing returns may be close at hand.  In the immediate future, it appears that additional investment increments of approximately $35,000 over the current expenditures will yield about a 1% improvement in usage rates. This approximation may be diluted in its impact as rates improve and the State moves closer to the point of diminishing returns. However, continued gains among juvenile seat belt usage hold enough potential to warrant the increases in investment levels. Remaining a secondary state will require increasingly greater investments to maintain an acceptable rate of improvement in seat belt usage.  As the marginal utility of each dollar invested drops, more funds will be needed to get the same results of the preceding year.  To offset this decline, the Colorado Department of Transportation will need to invest very judiciously and be as knowledgeable as possible regarding the impact of various messages and media.
KW  - Advertising
KW  - Colorado
KW  - Education
KW  - Investments
KW  - Mass media
KW  - Primary enforcement
KW  - Promotion
KW  - Seat belts
KW  - Secondary enforcement
KW  - States
KW  - Utilization
UR  - http://www.dot.state.co.us/publications/PDFFiles/seatbelt.pdf
UR  - https://trid.trb.org/view/698053
ER  - 

TY  - RPRT
AN  - 00974269
AU  - Cuelho, E
AU  - Freeman, R B
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - COST-EFFECTIVENESS OF CRACK SEALING MATERIALS AND TECHNIQUES FOR ASPHALT PAVEMENTS
PY  - 2004/04
SP  - 313 p.
AB  - Sealing or filling cracked asphalt pavements to prevent the intrusion of water into the pavement structure has long been an accepted practice of the Montana Department of Transportation. The goals of this research are to establish the most economical and effective method of sealing pavement cracks for Montana; and to better determine the role of crack sealing within Montana's pavement management system (PMS).  This study has involved the construction of 4 experimental test sites within larger crack sealing projects.  These test sites have included combinations of 11 sealant materials and 6 sealing techniques.  Monitoring of the test sites includes visual inspections (for all of the sites) and nondestructive structural readings and surface distress identification under Montana's PMS (for one test location).  An estimate of the useful life of each crack sealing method has been determined from these investigations.  This report presents information on project history, the project methodology used for evaluating and analyzing the performance of sealed cracks, and the results of the cost-effectiveness analysis.  Final results are presented for the 4 test sites:  Conrad, Dutton, Tarkio, and Helena (Seiben).  Results show that similar performance has been observed for all materials with ASTM D 5329 cone penetrations in excess of 90.  In general, routing of transverse cracks improved the performance of the sealants.  Routing does not appear necessary for centerline longitudinal cracks.  Notably, router operators seem to prefer the shallow reservoir configuration as compared to square reservoirs.  The test site established near Helena provided the most reliable and useful data.  As such, a detailed review of the final performance from 4 1/2 years of service is summarized.  In general, the highest failure rates occur during the coldest period of the year, and much of this distress exhibits a tendency to "heal" after exposure to the summer heat and traffic.  An eclectic forecasting model has proven useful in predicting the life of crack sealing operations for those methods that did not show complete failure during the evaluation period.  Structural evaluations using a Falling Weight Deflectometer did not prove an advantage for any particular sealing technique or sealing material nor did they prove the benefit of sealing cracks in asphalt pavements.  Therefore, conducting a life-cycle cost analysis was impractical because no structural or ride benefit was proven at this site.  However, a cost-effectiveness analysis was performed and the averaged results showed that, overall, Crafco 522 was the most cost-effective material and the Shallow and Flush was the most cost-effective fill technique.  However, the crack sealing approach that has the highest cost-effectiveness as calculated herein (defined as the ratio of effectiveness to cost) may not offer the best value, if this effectiveness is in excess of that required to protect the pavement from premature damage.  More research is necessary to substantiate the need for higher performance materials and techniques.
KW  - Asphalt pavements
KW  - Cost effectiveness
KW  - Cracking of asphalt concrete pavements
KW  - Longitudinal cracking
KW  - Monitoring
KW  - Montana
KW  - Pavement management systems
KW  - Pavement performance
KW  - Sealing (Technology)
KW  - Sealing compounds
KW  - Test sections
KW  - Transverse cracking
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/crackseal/final_report.pdf
UR  - http://ntl.bts.gov/lib/24000/24700/24761/429800_Final_Report.pdf
UR  - https://trid.trb.org/view/698032
ER  - 

TY  - RPRT
AN  - 00974227
AU  - Garber, N J
AU  - Wang, H
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - ESTIMATION OF THE DEMAND FOR COMMERCIAL TRUCK PARKING ON INTERSTATE HIGHWAYS IN VIRGINIA
PY  - 2004/04
SP  - 48 p.
AB  - The steady growth of commercial truck travel has led to an increasing demand for truck parking spaces at public rest areas and private truck stops on interstate highways in Virginia. This study developed a methodology to determine the supply and demand for commercial truck parking along these corridors. "Supply" was defined as the number of parking spaces available for commercial truck parking, and "demand" was defined as the sum of the parking accumulation and illegal parking at a given time.  Phase I of this study developed a methodology to determine the supply and demand for commercial truck parking using I-81 in Virginia as a case study.  This Phase II study expanded the study to other interstate highways in Virginia, checked the applicability of the parking demand model developed in Phase I, and developed new models when necessary.  Extensive data on the characteristics of commercial truck parking and the characteristics of each truck stop and rest area were collected. In addition, truck drivers and truck stop owners/operators were surveyed.  The data collected were used to develop models to describe the relationship between parking accumulation and independent variables such as traffic volume on the highway, truck percentage, parking duration, and the distance from a highway to a truck stop.  After the applicability of the models was tested, they were used to estimate commercial truck parking demand in 2010 and 2020.  Deficiencies of parking spaces with respect to estimated demand were then determined for each truck stop and the entire Virginia interstate highway system.  The results indicate that the demand for commercial truck parking at individual truck stops on I-95 exceeds the supply by 10% to 22% and that there is no commercial parking shortfall at truck stops along I-64, I-77, and I-85.  However, there are shortfalls at rest areas on I-66, I-77, I-85, and I-95, varying from about 6% on I-85 to about 32% on I-95.  If no new parking spaces are provided and a 5% increase in truck travel is assumed, the demand/supply ratio in 2010 for large truck parking on all interstate highways in Virginia will exceed 1.00.  This deficiency could be as high as 40% on I-95.
KW  - Commercial truck parking
KW  - Data collection
KW  - Estimating
KW  - Interstate highways
KW  - Mathematical models
KW  - Parking demand
KW  - Parking duration
KW  - Parking supply
KW  - Roadside rest areas
KW  - Surveys
KW  - Traffic volume
KW  - Truck stops
KW  - Truck traffic
KW  - Trucks
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r10.pdf
UR  - http://ntl.bts.gov/lib/38000/38500/38522/04-r10.pdf
UR  - https://trid.trb.org/view/697996
ER  - 

TY  - RPRT
AN  - 00974205
AU  - Knapp, K K
AU  - Thimm, W
AU  - Rathmann, C
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - REGIONAL SURVEY OF DEER POPULATION, VEHICLE TRAVEL, AND DEER-VEHICLE CRASH INFORMATION COLLECTION AND MANAGEMENT
PY  - 2004/04
SP  - 27 p.
AB  - In March 2003 a survey was completed by the Deer-Vehicle Crash Information Clearinghouse (DVCIC).  The objective of this survey was to investigate regional Department of Transportation (DOT) and Department of Natural Resources (DNR) activities related to the collection and management of deer-vehicle crash (DVC) and DVC-related data.  The respondents to this email and telephone survey were the DOT and DNR representatives on the standing Technical Advisory Committee of the DVCIC.  A total of 27 questions were asked.  The answers to these questions are summarized in this report.  Overall, each of the state DNRs annually estimates either a pre-hunt or post-hunt deer population.  The DOTs, State Police, or Department of Public Safety maintain the database of officially reported crash data (which includes DVCs), and the majority of the crash reports in each state are completed by law enforcement.  All five of the states also allow some form of citizen self-reporting of a crash.  Four of the states in the region allow a crash to be reported as a DVC.  The fifth only uses the more general animal-vehicle crash designation.  Three minimum property-damage crash reporting thresholds are used.  Several DVC-reduction countermeasures are being used and/or evaluated in the region. These countermeasures include exclusionary fencing, roadside reflectors, and an advanced sign/roadside detector system. Several DVC-related databases also exist in each state.  These databases include white-tailed deer populations, DVCs, carcass possession/salvage permits, carcass removal reports, and/or traffic flow information.  Not all of the states in the region record or summarize all of this data.  The criteria that define each of the databases are contained in this document.  The survey responses also show that there is a limited amount of communication between the DOT and DNR with respect to DVC-related activities.  It is believed that better communication would improve the application of DVC countermeasures.  The content of this report will be used to define regional databases, compare DVC data temporally and spatially, and also assist in the more proper identification of DVC-related data problems.
KW  - Communication
KW  - Countermeasures
KW  - Crash data
KW  - Crash reports
KW  - Crashes
KW  - Data collection
KW  - Databases
KW  - Deer
KW  - Detectors
KW  - Fences
KW  - Interagency relations
KW  - Reflectorized materials
KW  - State departments of natural resources
KW  - State departments of transportation
KW  - Surveys
UR  - http://www.deercrash.com/survey/srvyfinal.pdf
UR  - https://trid.trb.org/view/697974
ER  - 

TY  - RPRT
AN  - 00974202
AU  - Federal Highway Administration
TI  - STATEWIDE/RURAL INTELLIGENT TRANSPORTATION SYSTEMS (ITS): 2002 SUMMARY REPORT
PY  - 2004/04
SP  - 77 p.
AB  - This document reports on the results of a survey conducted in 2002 of each of the 50 states and aimed at gathering data on the deployment of Intelligent Transportation Systems (ITS) in rural and non-urban areas.  This statewide survey was carried out as part of the ITS Deployment Tracking Project, which is tasked with tracking the level of deployment of ITS technology nationwide.  This project, which is sponsored by the Federal Highway Administration (FHWA), has been gathering data on ITS deployment since 1997.  Previous efforts were targeted at major metropolitan areas.  In 2002, the scope of this project was expanded to include tracking rural deployments in each state. This document reports on the results from the statewide survey. Seven development tracks were developed by the FHWA Rural ITS program to describe rural ITS.  Individual rural systems are defined and grouped according to these development tracks.  The seven development tracks are: Crash Prevention and Security; Traffic Management; Operations and Maintenance; Surface Transportation Weather; Traveler and Tourism Information; Emergency Services; and Transit and Mobility.  In the 2002 data gathering, only the first five of these development tracks were included.  Because of the difficulty in defining ITS deployments with statewide coverage for emergency services or transit, these development tracks were set aside in the initial national survey.
KW  - Deployment
KW  - Highway maintenance
KW  - Highway operations
KW  - Intelligent transportation systems
KW  - Prevention
KW  - Rural areas
KW  - Security
KW  - States
KW  - Surveys
KW  - Tourism
KW  - Traffic control
KW  - Traffic crashes
KW  - Traveler information and communication systems
KW  - Weather
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14008.htm
UR  - https://trid.trb.org/view/697971
ER  - 

TY  - RPRT
AN  - 00974188
AU  - Hanson, D I
AU  - James, R S
AU  - National Center for Asphalt Technology
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - COLORADO DOT TIRE/PAVEMENT NOISE STUDY
PY  - 2004/04
SP  - 31 p.
AB  - In today's society, traffic noise is a serious problem.  The term "noise" should not be confused with the term "sound." Noise is the generation of sounds that are unwanted.  With respect to traffic, noise would be the generation of sounds that affect the quality of life for persons near roadways. Therefore, traffic noise can be considered an environmental pollution because it lowers the standard of living.  Research in Europe and in the United States has indicated that it is possible to build pavement surfaces that will reduce the level of noise generated on roadways.  This report provides the results of testing to define the noise levels of selected highway sections in Colorado.  It documents pavement noise testing that was conducted on 18 concrete and asphalt projects throughout Colorado.  The conclusions from this research are as follows:  (1) The quietest hot mix asphalt (HMA) pavement tested was an open-graded friction course (OGFC) surface; (2) The age of the HMA can have a major effect on the noise level of the pavement; and (3) On the portland cement concrete (PCC) pavements that were between 2 and 3 years old, the type of texturing procedure did not seem to make a difference in the noise level measured.  It is recommended that the Colorado Department of Transportation consider the construction of a test section or sections that would evaluate the effect of thickness and gradation on the noise characteristics of an OGFC wearing course.
KW  - Aggregate gradation
KW  - Aging (Materials)
KW  - Asphalt pavements
KW  - Colorado
KW  - Concrete pavements
KW  - Friction course
KW  - Hot mix asphalt
KW  - Open graded aggregates
KW  - Recommendations
KW  - Research
KW  - Sound level
KW  - Texture
KW  - Thickness
KW  - Traffic noise
UR  - http://www.dot.state.co.us/publications/PDFFiles/tirenoise.pdf
UR  - https://trid.trb.org/view/697959
ER  - 

TY  - RPRT
AN  - 00974192
AU  - Higgins, C
AU  - Yim, Solomon C
AU  - Miller, T H
AU  - Robelo, M J
AU  - Potisuk, T
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - REMAINING LIFE OF REINFORCED CONCRETE BEAMS WITH DIAGONAL-TENSION CRACKS
PY  - 2004/04
SP  - 174 p.
AB  - This report covers the initial efforts of a research study investigating the remaining capacity and life of cast-in-place reinforced concrete deck-girder (RCDG) bridges with diagonal tension cracks.  A database of 442 bridges constructed from 1947 to 1962 was developed to identify salient parameters related to bridges with diagonal tension cracks in the Oregon Department of Transportation bridge inventory.  The database was queried to provide summary details for individual parameters and relationships between parameters.  In addition, a bridge analysis was conducted on an in-service RCDG bridge with diagonal tension cracks.  A linear finite element model of the bridge provided reasonable prediction of cracking.
KW  - Cracking
KW  - Databases
KW  - Diagonal tension cracks
KW  - Field tests
KW  - Finite element method
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Reinforced concrete bridges
KW  - Service life
KW  - Tension
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR341.pdf
UR  - https://trid.trb.org/view/697961
ER  - 

TY  - RPRT
AN  - 00974160
AU  - Smith, B J
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - AIR CONTENT OF CONCRETE PAVEMENTS PRODUCED IN CONVENTIONAL VERSUS 30-SECOND MIXERS
PY  - 2004/04
SP  - 23 p.
AB  - Cores were obtained from eight undamaged locations with conventional and short mixing times in equal number.  These cores were divided crosswise of the length into thirds, as top, middle, and lower portions.  The pieces were further divided lengthwise removing the vertical, middle 3/4 to 1-in. piece for polishing.  The polished pieces were analyzed by image analysis giving air content based on areas.  All nine pieces of each core were then observed for petrographic information on aggregates used, condition of the paste, relation of fine and coarse aggregates in the paste, air content distribution and its relation to the other components of the concrete.  Petrographic observations indicate that aggregates and paste are well distributed.  What is easily observable about the air content is the large number of large, irregularly shaped air voids.  With closer observation, smaller air voids in the size ranges for entrained air needed to protect the concrete from freezing and thawing damage are minimally present.  The air content analyses indicate these sizes are minimally present in the lower two sections and subminimally present in the top third of the pavement.  Also, the three zones of the cores indicate different amounts of total air content as well as differing in amounts of entrained and entrapped air.  One separate related core analyzed from a damaged zone showed indications of chemical attack and freeze/thaw damage after saturation with water.  Mixer times with vibrator locations during placement relative to the cores has provided some information not available in simple comparisons of mixer times.  Short mixer times provided more entrained air but with a larger standard deviation in measurement.  Regular mixer times yielded slightly less entrained air but with a smaller standard deviation.
KW  - Air content
KW  - Air voids
KW  - Concrete mixing
KW  - Concrete pavements
KW  - Cores (Specimens)
KW  - Entrained air
KW  - Entrapped air
KW  - Freeze thaw durability
KW  - Petrography
KW  - Size
KW  - Time duration
UR  - http://ntl.bts.gov/lib/24000/24700/24739/FHWA-KS-03-1_fin-rep.pdf
UR  - https://trid.trb.org/view/697934
ER  - 

TY  - RPRT
AN  - 00972898
AU  - Electric Fuel Transportation Corporation
AU  - Federal Highway Administration
TI  - ZINC-AIR FUEL CELL SYSTEM FOR ELECTRIC TRANSIT VEHICLES, BROCHURE
PY  - 2004/04
SP  - v.p.
AB  - This brochure highlights the benefits of the zinc-air zero-emission electric transit bus.  It describes the achievements of the FTA Zinc-Air Electric Transit Bus Program, demonstrating the ability of the zinc-air fuel cell system to power a full size, all electric transit bus providing a full day's range including air conditioning for heavy duty city and suburban routes under all weather conditions.  The brochure describes the components of the revolutionary Zinc-Air fuel cell - the heart of the Electric Fuel Zinc-Air fuel cell energy system - along with its refueling and regeneration qualities.
KW  - Electric vehicles
KW  - Fuel cells
KW  - Refueling
KW  - Regenerators
KW  - Transit buses
KW  - Transit vehicle operations
KW  - Zinc
KW  - Zinc-Air Fuel Cell System
UR  - https://trid.trb.org/view/698508
ER  - 

TY  - RPRT
AN  - 00972897
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - TRANSIT AT THE TABLE: A GUIDE TO PARTICIPATION IN METROPOLITAN DECISION-MAKING - BROCHURE
PY  - 2004/04
SP  - v.p.
AB  - This brochure highlights the upcoming guide to participation in metropolitan decision making, Transit At the Table.  It can serve as a guide to state and local decision makers on how to win policy and program support for priority transit services, as well as increased funding.  The report summarizes the observations, perspectives, and recommendations of a cross-section of transit agencies about how they have been able to secure strategic positions in the metropolitan planning process to help them win policy and program support for their services.  The report presents first-hand experiences in how to secure funding from non-traditional sources, identify and frame the priority issues and influence funding decisions toward transit, achieve full decision making partnership in national settings, and more.  The conclusions presented are based upon in depth interviews with senior officials from transit agencies and MPOs in 25 large urban areas, representing a wide range of governmental, environmental, and operating settings.
KW  - Decision making
KW  - Financing
KW  - Metropolitan planning organizations
KW  - Partnerships
KW  - Planning
KW  - Public transit
KW  - Strategic planning
KW  - Urban areas
UR  - http://www.planning.dot.gov/documents/tat.htm
UR  - https://trid.trb.org/view/698507
ER  - 

TY  - ABST
AN  - 01460827
TI  - Highway Traffic Signal Warrant For Intersections Near Highway-Rail Grade Crossings
AB  - At some stop-controlled intersections near highway-rail grade crossings, the distance from the stop line to the track is shorter than the length of a large vehicle. Insufficient sight distance may preclude waiting on the far side of the grade crossing before entering the intersection. A traffic signal that can be preempted by a train is a possible treatment but many of these intersections may not meet one of the traffic signal warrants in the Manual on Uniform Traffic Control Devices (MUTCD), Chapter 4C, "Traffic Control Signal Needs Study." These warrants set minimum thresholds for considering installation of a traffic signal and do not consider the proximity of heavy or light rail. A traffic signal may also be beneficial at other locations where vehicles often queue over the tracks.  It is desirable that the decision to install a signal at these types of locations be based on an assessment of risk. Factors that may influence the probabilities of risk include the number of trucks or busses approaching; the length and acceleration capability of those large vehicles; the space between the intersection and the tracks; the traffic volumes, speeds, and driver expectancy on the parallel highway; the acceptable gap or the time needed for a bus or truck to cross or turn onto the highway; and train characteristics such as the type of train (i.e., heavy or light), number of trains per day, and speeds. There may be other factors worth considering, such as sight distance, the type of railroad-crossing control in place, and the impacts on the train operator's and the transportation agency's liability. The objective of this project is to develop and recommend a new MUTCD traffic signal warrant for a highway-highway intersection near a highway-rail grade crossing.
KW  - Grade crossing protection systems
KW  - Grade crossing protection systems
KW  - Highway traffic
KW  - Intersections
KW  - National Cooperative Highway Research Program
KW  - Railroad grade crossings
KW  - Research projects
KW  - Signalized intersections
KW  - Traffic signals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=830
UR  - https://trid.trb.org/view/1229045
ER  - 

TY  - RPRT
AN  - 01033993
AU  - Foley, Christopher M
AU  - Fournelle, Raymond A
AU  - Ginal, Scott J
AU  - Peronto, John L
AU  - Marquette University
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Structural Analysis of Sign Bridge Structures and Luminaire Supports
PY  - 2004/03/31/Final Report
SP  - 243p
AB  - The Wisconsin Department of Transportation has experienced failures of a high-mast luminaire (HML) support structure and a full-span overhead sign support structure. Furthermore, cracking has been found in many sign support structures composed of welded round hollow structural shapes (HSS). The purpose of the research conducted was to provide fatigue life estimates for these structures, which could then shed light onto the causes of the cracking found and the failures experienced. The analytical and experimental effort conducted was also used to establish rational inspection intervals for these structures and recommend changes (as required) to the procedures for design of high-mast luminaire and full-span sign support structures targeted to improve in-service performance.
KW  - Cracking
KW  - Design
KW  - Fatigue life prediction
KW  - Finite element method
KW  - High mast lighting
KW  - Hollow structural shapes
KW  - Inspection
KW  - Luminaires
KW  - Overhead traffic signs
KW  - Sign supports
KW  - Structural analysis
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/6863/04%2003.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/00-16structuralanalysis1.pdf
UR  - https://trid.trb.org/view/790147
ER  - 

TY  - RPRT
AN  - 01015049
AU  - Anderson, David A
AU  - Thakar, Vikas
AU  - Kukillaya, Sudhir
AU  - Troutman, Carl L
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Regional Database for Superpave Binders
PY  - 2004/03/31/Final Report
SP  - 34p
AB  - In order to develop a statistically valid acceptance and payment plan for asphalt binders, the testing done by the supplier to complete the Certificate of Analysis must represent the same lot of material as the testing done by the user agency.  This is very difficult to accomplish within the protocols that are used by most state agencies.  The database described in this report is based upon a unique sample identification number that is assigned by the supplier and transferred to the hot mix via the Certificate of Analysis or the Bill of Lading.  This unique sample identification number allows the testing done for certifying a lot of material to be related to acceptance testing based on samples obtained at the hot mix plant.  The database contains two input screens, one for the supplier and one for the user.  The unique sample number is automatically created from information entered into the supplier input screen.  Test results obtained by the supplier, information identifying the supplier and the supplier's laboratory, and ancillary information are also entered by the supplier.  The user input screen contains a field for the unique sample identification number, thereby allowing the test data from the supplier and user to be related.  Test results obtained by the user, information identifying the user and the user's laboratory, and ancillary information are also entered by the user.  The database generates a percent payment based on the user's test data and a payment schedule contained within the database.  The database is useful for a number of other purposes, such as conducting round-robin test programs, split sampling programs, and research efforts needed to verify the validity of a quality assurance and payment plan developed as part of another study.  The database described in this report represents the work funded by the pooled fund study as well as additional unfunded work conducted as part of two master's degree theses and by Dr. David A. Anderson.
KW  - Acceptance tests
KW  - Bills of lading
KW  - Bituminous binders
KW  - Certification
KW  - Databases
KW  - Payment
KW  - Quality assurance
KW  - Quality control
KW  - Superpave
KW  - Suppliers
UR  - https://trid.trb.org/view/771462
ER  - 

TY  - RPRT
AN  - 01010692
AU  - Liu, Rongfang
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Survey of Transit and Rail Freight Interaction
PY  - 2004/03/31/Final Report
SP  - 106p
AB  - This study surveyed 59 transit entities in North America to identify the best practices and key factors that contribute to the successful interaction between transit agencies and freight railroads.  A total of 47 agencies including commuter rail, heavy rail, and light rail transits responded, which derives a response rate of 80%.  This study produced a best practice catalog, based on the survey responses and subsequent data analysis, which may be referenced by transit agencies when dealing with passenger and freight rail interaction issues.  Besides the catalog, the authors also examined critical issues and concerns of both transit and rail freight industries when they share track, right of way, facility, or a corridor with each other.  The majority of the transit agencies put frequent communication and good faith negotiation as the most important factors that facilitate successful interaction between transit and rail freight.  Other factors mentioned include: competent dispatchers and improved training of dispatchers, integrated schedules, transparency in sharing cost, regulator leverage to offset freight railroad intransigence, bottlenecks caused by train density and funding constraints to alleviate them, ownership and a genuine will by both parties to make the shared use succeed.
KW  - Best practices
KW  - Bottlenecks
KW  - Communication
KW  - Commuter service
KW  - Cost sharing
KW  - Dispatchers
KW  - Financing
KW  - Freight transportation
KW  - Interactions
KW  - Labor negotiations
KW  - Light rail transit
KW  - North America
KW  - Ownership
KW  - Passenger trains
KW  - Public transit
KW  - Rail transit
KW  - Railroads
KW  - Regulation
KW  - Right of way (Land)
KW  - Schedules
KW  - Shared use
KW  - Surveys
KW  - Track sharing
KW  - Training
KW  - Transit operating agencies
UR  - https://trid.trb.org/view/763689
ER  - 

TY  - RPRT
AN  - 00974971
AU  - Pendyala, R M
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - PHASED IMPLEMENTATION OF A MULTIMODAL ACTIVITY-BASED TRAVEL DEMAND MODELING SYSTEM IN FLORIDA. VOLUME I: TECHNICAL DOCUMENTATION
PY  - 2004/03/31
SP  - v.p.
AB  - This report describes the technical background and methodologies underlying a comprehensive activity-based travel demand microsimulation model system that was developed for Florida. The various model components were estimated using the 2000 Southeast Florida Household Travel Survey data sets.  The model system is capable of synthesizing a population and simulating activity-travel patterns at the level of the individual traveler using advanced statistical and econometric models of travel behavior.  The model system recognizes time space constraints that influence activity and travel engagement in time and space. The model results are very promising and indicate that activity based models offer a strong framework for undertaking travel demand forecasting.  The project resulted in the development of a software called FAMOS:  Florida Activity Mobility Simulator.  This PC-based user-friendly software can be used to implement activity-based modeling in virtually any urban area.  A companion report, Volume II: FAMOS Users Guide, constitutes a users guide for the software.
KW  - Activity based modeling
KW  - Activity choices
KW  - Econometric models
KW  - Florida
KW  - Forecasting
KW  - Microsimulation
KW  - Software
KW  - Statistical analysis
KW  - Time space constraints
KW  - Travel behavior
KW  - Travel demand
KW  - Travel patterns
KW  - Travel surveys
UR  - https://trid.trb.org/view/698528
ER  - 

TY  - ABST
AN  - 01460640
TI  - Research Program Design---Administration of Highway and Transportation Agencies. AASHTO Strategic Plan Support
AB  - In 2000, a Strategic Planning Task Force appointed by the AASHTO president began its work to develop an AASHTO Strategic Plan for 2001 - 2003. The Plan was approved by the AASHTO Board of Directors in 2001, and the Executive Director immediately assigned responsibilities for the four primary goal areas and the development of strategies to implement the goals and objectives. Today, nearly all of the initiatives have been successfully accomplished.  The development of the 2001 -- 2003 Plan involved a considerable amount of background research, including interviews with the vast majority of then-CEOs, interviews with external constituents, and a survey of state DOT employees that resulted in approximately 1,000 responses. In addition, two environmental scan papers were prepared to help set the stage for plan development. A similar approach was used in this project. This project will have a strong emphasis on identifying strategic focus areas for AASHTO leadership and staff for the next six years, e.g., from calendar year 2005 -- 2010. See the AASHTO website for the latest version of the Strategic Plan <http://www.transportation.org>.
KW  - American Association of State Highway and Transportation Officials
KW  - Development
KW  - Implementation
KW  - Interviewing
KW  - Interviewing
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - Research projects
KW  - State departments of transportation
KW  - Strategic planning
KW  - Surveys
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=542
UR  - https://trid.trb.org/view/1228857
ER  - 

TY  - ABST
AN  - 01458744
TI  - Safety and Operational Evaluations of Signalized Intersection Design
AB  - No summary provided.
KW  - Design
KW  - Design of specific facilities
KW  - Highway operations
KW  - Intersection elements
KW  - Research projects
KW  - Signalized intersections
KW  - Traffic control devices
UR  - https://trid.trb.org/view/1226956
ER  - 

TY  - ABST
AN  - 01458769
TI  - Assistance to Develop an Accessble, Enhanced Information Collection
AB  - No summary provided.
KW  - Accessibility
KW  - Data collection
KW  - Information dissemination
KW  - Information systems
KW  - Research projects
KW  - Technical assistance
UR  - https://trid.trb.org/view/1226981
ER  - 

TY  - ABST
AN  - 01463120
TI  - Seismic Analysis and Design of Retaining Walls, Buried Structures, Slopes, and Embankments
AB  - The Final Report is organized into two volumes. Volume 1 is published as NCHRP Report 611: Seismic Analysis and Design of Retaining Walls, Buried Structures, Slopes, and Embankments. Volume 2, which presents the proposed specifications, commentaries, and example problems for the retaining walls, slopes and embankments, and buried structures, is available for download only.. The objective of NCHRP Project 12-70 was to remove the limitations of the current specifications through the development of analytical and design methods for the seismic design of retaining walls, buried structures, slopes, and embankments. The report fully documents the program used to develop the design procedures.
KW  - Bridge design
KW  - Embankments
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Retaining walls
KW  - Seismicity
KW  - Structures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=359
UR  - https://trid.trb.org/view/1231345
ER  - 

TY  - ABST
AN  - 01460826
TI  - Factors that Support the Planning-Programming Linkage
AB  - The objective of this research is to develop a guidebook demonstrating factors that enhance and detract from a strong linkage between long range-transportation plans and projects in priority programs.
KW  - Long range planning
KW  - National Cooperative Highway Research Program
KW  - Programming (Planning)
KW  - Research projects
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=926
UR  - https://trid.trb.org/view/1229044
ER  - 

TY  - ABST
AN  - 01464597
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Measuring Performance Among State DOTs Sharing Good Practices
AB  - Transportation agencies are increasingly using performance measurement to solve complex management challenges. As performance measurement gains credibility among state departments of transportation (DOTs), CEOs, their senior managers, and DOT technical staff are also growing more interested in learning from the performance of their peer agencies that share similar goals and objectives. Comparative performance measurement offers a way to compare DOT performance data on issues of strategic importance and share knowledge about best practices among agencies. State DOTs that outperform others can be identified and "best-in-class" practices or "lessons learned" can be transferred among agencies. This National Cooperative Highway Research Program (NCHRP) "20-24" series research project was requested by the state DOT CEOs, many of whom recognize that comparative performance measurement is a tool with potential to help improve their organizations by fostering greater sharing of best practices. The research project brought together DOTs from across the country to discuss comparative performance measurement at a series of regional workshops held in summer 2004. It also included a series of interviews with senior DOT staff in selected states and subsequent rollout of a "prototype" test of actual comparative measures among seven volunteer states. The workshops and interviews were attended by almost 150 people and they give evidence of cautious optimism among DOTs for comparative performance measurement. The prototype further demonstrates the feasibility of comparative performance measurement in at least one area of strategic importance to many DOTs -- project delivery.<br />The approach that emerged from the workshops, interviews and prototype for implementing a comparative performance measurement initiative is simple. With support from the American Association of State Highway and Transportation Officials (AASHTO), groups of volunteer state DOTs can work together to establish a handful of comparative measures in one or more key strategic focus areas relevant to many DOTs. Comparisons should be among willing peers and should lead to sharing of best practices or lessons learned. Additional guiding principles for the program should include a strong emphasis on overall integrity of comparisons, reliance on existing data, and avoidance of additional bureaucracy.<br /><br /></font>
KW  - Chief executive officers
KW  - Performance measurement
KW  - Project delivery
KW  - Project management
KW  - State departments of transportation
KW  - Strategic planning
KW  - Transportation departments
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=543
UR  - https://trid.trb.org/view/1232828
ER  - 

TY  - ABST
AN  - 01460838
TI  - Research for AASHTO Standing Committee on Highways. Task 174. Use of Positive Protection in Work Zones
AB  - This study will synthesize guidelines on policies and practices of state DOTs for positive protection in work zones.
KW  - National Cooperative Highway Research Program
KW  - Policy making
KW  - Protection
KW  - Research projects
KW  - State departments of transportation
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1520
UR  - https://trid.trb.org/view/1229056
ER  - 

TY  - ABST
AN  - 01463123
TI  - Procedures for Cost Estimation and Management for Highway Projects During Planning, Programming, and Preconstruction
AB  - The objective of this research is to develop a guidebook on highway cost estimation management and project cost estimation procedures aimed at achieving greater consistency and accuracy between long-range transportation planning, priority programming, and preconstruction cost estimates. The guidebook should provide appropriate strategies, methods, and tools to develop, track, and document realistic cost estimates during each phase of the process.
KW  - Cost estimating
KW  - Highways
KW  - Long range planning
KW  - National Cooperative Highway Research Program
KW  - Programming (Planning)
KW  - Project management
KW  - Research projects
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=925
UR  - https://trid.trb.org/view/1231348
ER  - 

TY  - RPRT
AN  - 01020829
AU  - Liu, Feng
AU  - Kaiser, Bob
AU  - Michael Baker Jr., Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Evaluation of Projected Traffic Growth
PY  - 2004/03/14/Final Report
SP  - 161p
AB  - Traffic growth forecasting plays a pivotal role in achieving a variety of Pennsylvania Department of Transportation (PennDOT) goals and objectives, including transportation planning by PennDOT and its planning partners, air quality planning and conformity analyses, calculation of performance measures, and operation and management of the roadway transportation system for both passengers and freight.  In this study, the Michael Baker Jr., Incorporated Team (Baker Team) developed a traffic growth forecasting system that incorporates traffic data from PennDOT's Traffic Information System and socioeconomic data.  In particular, the Baker Team:  (1) Finalized and prioritized goals and objectives for improved traffic growth forecasting in Pennsylvania and established criteria for evaluating candidate forecasting methods against PennDOT goals and objectives. (2) Synthesized the state of the art research on forecasting traffic growth from a variety of literature and surveyed the state of practice among states and transportation planning organizations. (3) Identified available data sources, including traffic information and socioeconomic data and forecasts and PennDOT's Traffic Information System, and recommended a consistent set of socioeconomic forecasts.  (4) Evaluated the candidate methods versus the PennDOT approved decision criteria and developed consensus on a short list of preferred traffic forecasting approaches for detailed study. (5) Conducted a detailed study to test several models.  Specifically, analyzed historical traffic growth patterns and historical socioeconomic growth patterns at different levels of geography, developed regression models based on historical traffic and socioeconomic growth, and evaluated the predictive power, validity, and reliability of statistical models. (6) Identified a preferred traffic growth forecasting method for implementation.
KW  - Air quality
KW  - Conformity
KW  - Driver information systems
KW  - Evaluation and assessment
KW  - Literature reviews
KW  - Performance measurement
KW  - Reliability (Statistics)
KW  - Research
KW  - Socioeconomic factors
KW  - State of the art
KW  - State of the practice
KW  - Traffic data
KW  - Traffic forecasting
KW  - Traffic growth
KW  - Traffic models
KW  - Transportation planning
KW  - Transportation system management
KW  - Validity
UR  - https://trid.trb.org/view/778422
ER  - 

TY  - ABST
AN  - 01464628
TI  - Research for AASHTO Standing Committee on Highways. Task 184. Development of a Pavement Preservation Synthesis, Research Plans, and Initiatives
AB  - This study conducted a national initiative to synthesize existing activities, develop research plans for improved treatments, and identify future research initiatives in the area of pavement preservation. A status report on the project was presented to the AASHTO Highway Subcommittee on Maintenance. A draft final report has been received, reviewed by the panel, and review comments forwarded to the consultant for consideration and preparation of a revised report. <br />
KW  - Initiatives
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1527
UR  - https://trid.trb.org/view/1232860
ER  - 

TY  - ABST
AN  - 01458780
TI  - Chemical Stabilization for Deep Mixed Foundation Systems
AB  - No summary provided.
KW  - Chemical properties
KW  - Foundation engineering
KW  - Foundations
KW  - Mixing
KW  - Research projects
KW  - Stability analysis
KW  - Stabilized materials
UR  - https://trid.trb.org/view/1226992
ER  - 

TY  - ABST
AN  - 01460861
TI  - Predicting In-Service Performance of Flexible Pavements from Accelerated Pavement Testing
AB  - The objective of the research is to provide methodologies for using APT results to predict long-term in-service pavement performance. The research shall focus on applying the results of APT studies under specific environmental, aging, and loading conditions to establish the expected pavement performance under in-service traffic and environmental conditions. New and rehabilitated flexible pavements shall be addressed; pavements resurfaced with portland cement concrete overlays are excluded.
KW  - Accelerated tests
KW  - Flexible pavements
KW  - Loads
KW  - National Cooperative Highway Research Program
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Research projects
KW  - Testing
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=286
UR  - https://trid.trb.org/view/1229079
ER  - 

TY  - ABST
AN  - 01460828
TI  - Guide to Contracting Intelligent Transportation System Projects
AB  - The objective of this research is to develop a guide to contracting ITS projects and services. The guide shall highlight best practices and recommend contracting strategies and contract types, terms, and conditions for the development, integration, system acceptance, warranty, maintenance, and upgrade of ITS.
KW  - Best practices
KW  - Contracting
KW  - Intelligent transportation systems
KW  - National Cooperative Highway Research Program
KW  - Procurement
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=832
UR  - https://trid.trb.org/view/1229046
ER  - 

TY  - ABST
AN  - 01547929
TI  - Implement the AASHTO 2002 Design Guide for MDOT
AB  - ERES Consultants Division of Applied Research Associates, Inc. is finalizing the development of the 2002 Guide for Design of New and Rehabilitated Structures through NCHRP Project 1-37A.  The 2002 Guide incorporates mechanistic-empirical pavement design principles and allows highway agencies to develop cost-effective and reliable designs by systematically considering climate, material properties, construction variability, and traffic to predict pavement performance.  This design process is a total departure from the process utilized in the current AASHTO design procedure, requiring the designer to make trial selection of materials and layer thicknesses and evaluating their performance under projected loadings over the design life of the pavement.  The objective of this study is to implement the 2002 Design Guide for Mississippi Department of Transportation (MDOT.)   The following issues will be addressed in this study:  (1) provide for training of Design Guide users and other stakeholders; (2) develop and execute a plan for securing the appropriate design input data on material and traffic characterization, and other design inputs; (3) conduct sensitivity analyses and make comparisons of 2002 designs with current procedure; and (4) develop and execute a plan for calibration of Guide performance and distress models.
KW  - American Association of State Highway and Transportation Officials
KW  - Guidelines
KW  - Materials
KW  - Mississippi
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement performance
KW  - Properties of materials
KW  - Research projects
KW  - Thickness
UR  - https://trid.trb.org/view/1335577
ER  - 

TY  - ABST
AN  - 01460836
TI  - Research for AASHTO Standing Committee on Highways. Task 177. Synthesis of Maintenance and Durability Information for Detectable Warnings on Sidewalks (i.e., Truncated Domes)
AB  - This study will compile information on the durability and maintenance of detectable warnings. An advisory panel is being formed.  Communications with the U.S. Access Board were initiated regarding participation in the panel and co-funding of the project.
KW  - Detectable warning surfaces
KW  - Detection and identification systems
KW  - Domes
KW  - Durability
KW  - Information technology
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Sidewalks
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1521
UR  - https://trid.trb.org/view/1229054
ER  - 

TY  - ABST
AN  - 01460816
TI  - XML Schemas for Exchange of Transportation Data (TransXML)
AB  - The planning, design, construction, maintenance, and operation of the transportation infrastructure all require exchanging large volumes of data. Until recently, transportation agencies have been hindered by the lack of common data formats that would facilitate the exchange of data across different platforms and applications. XML (eXtensible Markup Language) has proven to be a universal structured data transfer methodology that facilitates e-Business and e-Government. Originally designed to meet the challenges of large-scale electronic publishing, XML is also playing an increasingly important role in the exchange of a wide variety of data on the web and elsewhere. XML data structures, known as schemas, provide a mechanism to develop and adopt common formats for data exchange. The XML schemas that are of interest to AASHTO and its member departments typically support transportation infrastructure-related business processes in local, state, and federal departments of transportation (DOTs) as well as the work of their partners. These schemas are of equal interest to vendors who develop software products to support the transportation industry. There are currently several open consortia of private- and public-sector organizations working to create schemas to support the transportation industry, including LandXML, aecXML, ITS XML, and OpenGIS. For some transportation applications, XML schemas do not yet exist, but their availability would facilitate the exchange of transportation data broadly across multiple business areas in a format independent of the software that produced it. However, there is no formal mechanism or framework within the transportation community to develop and maintain XML schemas, promote schema consistency and acceptance, solicit broader input, and build consensus. There is a need for development and long-term support of XML schemas for exchange of transportation data that are widely accepted, thoroughly documented, and published on the Internet for access by any organization or individual. The long-term vision is an overall set of XML schema for transportation applications in a framework to be called TransXML. The objectives of this project are to develop broadly accepted public domain XML schemas for exchange of transportation data and to develop a framework for development, validation, dissemination, and extension of current and future schemas.
KW  - Data collection
KW  - Information management
KW  - Infrastructure
KW  - National Cooperative Highway Research Program
KW  - Planning and design
KW  - Research projects
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=649
UR  - https://trid.trb.org/view/1229034
ER  - 

TY  - ABST
AN  - 01458876
TI  - Development of an Automated Access Management System for Highway Driveway Access
AB  - In late 2000, the Federal Highway Administration (FHWA) Research commissioned a Phase I Small Business Innovative Research project to explore methodologies for automated management of additions/deletions of driveways to highway systems.  Successful execution of Phase I led to a Phase II effort to develop a prototype software system for use by various state highway departments to evaluate and monitor additions and deletions of driveways to highway systems, including fee structure, development changes, plus owner and highway agency compensation issues.  The proposed approach was to use accurate 3D stereo imagery as a foundational user interface and analysis tool. Prior work with District 3, Florida Department of Transportation (FDOT) had resulted in development of accurate 3D stereo imagery for use in collection of roadway characteristics/asset information.  This provided an excellent opportunity to expand the use of this imagery for a new transportation management application.  Phase I of the effort investigated the current issues and challenges associated with access management permitting in District 3 FDOT.  An assessment was made of the enabling technologies that would be needed to build a prototype to solve these challenges.  Development of the prototype was begun in December 2002 with functional deliveries staged at 12, 16, and 22 months.  Stage I development has proceeded at a satisfactory rate and initial prototype capabilities are currently being reviewed by a commercial engineering firm and at District 3 FDOT offices.
KW  - Access control (Transportation)
KW  - Automated highway systems
KW  - Driveways
KW  - Florida
KW  - Highway design
KW  - Highway planning
KW  - Highway traffic control
KW  - Research projects
KW  - Transportation planning
KW  - Transportation system management
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/1227088
ER  - 

TY  - RPRT
AN  - 01587158
AU  - Chalker-Scott, Linda
AU  - Brickey, Jennifer
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of the Effects of Anti-Icer Compounds upon the Rare Plant Hackelia Venusta
PY  - 2004/03//Final Research Report
SP  - 52p
AB  - The objective of the study was to determine whether Washington State Department of Transportation's (WSDOT's) winter use of road anti-icer compounds on Highway 2 in Chelan County, Washington, is having an impact on the federally endangered plant species Hackelia venusta. A controlled study was performed in the outdoor facilities at the Center for Urban Horticulture-University of Washington. This study evaluated two road anti-icer formulae available to WSDOT in the 2000-2002 winter seasons by testing the effects of different anti-icer dilutions on plant and soil parameters. Since it was not feasible to use H. venusta in a controlled study during the time of implementation, two other species were used. One species, Mertensia platyphylla, is a phylogenetic relative and the other, Eriophyllym lanatum, is a non-related ecosystem associate. From the analysis, the authors were able to conclude that both road anti-icers begin to have detrimental effects by causing a decrease in aboveground biomass and survival on the two plant species examined when the concentrations reached 1 part anti-icer: 100 parts solution. Given the information obtained from the study's' results, more work is needed in order to better understand the implications of these results on the effects road anti-icer formulae have on H. venusta.
KW  - Anti-icing
KW  - Chelan County (Washington)
KW  - Deicing chemicals
KW  - Endangered species
KW  - Environmental impacts
KW  - Plants
KW  - Winter maintenance
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/582.1.pdf
UR  - https://trid.trb.org/view/1391871
ER  - 

TY  - RPRT
AN  - 01547898
AU  - Hall, Kevin  D
AU  - Cruz, Josue
AU  - Gin, Hooi
AU  - University of Arkansas, Fayetteville
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - Permeability of Superpave
PY  - 2004/03//Final Report
SP  - 85p
AB  - To ensure successful implementation of Superpave in Arkansas, the Arkansas State Highway and Transportation Department (AHTD) addressed the concern over asphalt concrete hot mix (ACHM) permeability by sponsoring research project TRC-9901, “Permeability of Superpave”. The primary objective of the research was to develop strategies for considering ACHM permeability during design and/or construction. Implementation of such strategies could include test specifications for determining the permeability of ACHM; design policies for increasing the drainage ability of the pavement structure; revised ACHM material specifications regarding gradation or other properties; and/or construction guidelines/specifications regarding field density requirements. A number of specific objectives to be met in the study were identified, as follows: Fully document potential pavement problems caused by excess moisture; Develop routine testing protocols for determining the permeability of ACHM; Establish relationship between ACHM permeability and mixture performance; and Develop specific methodologies for considering permeability in design and construction. This report contains the results obtained on project TRC-9901. The literature review provides complete documentation of the distress mechanisms related to moisture and air infiltration that affect constructed pavements. The research and experimental phases include testing protocols recommended for determining the hydraulic conductivity (permeability) of ACHM, as well as attempts to correlate permeability to pavement performance and ACHM volumetric properties. They also provide guidance for considering the apparent increase in permeability of ACHM associated with Superpave mixes.
KW  - Arkansas
KW  - Hot mix asphalt
KW  - Literature reviews
KW  - Pavement performance
KW  - Permeability
KW  - Superpave
KW  - Test procedures
KW  - Volumetric properties
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209901.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55738/AR-TRC-9901.PDF
UR  - https://trid.trb.org/view/1335250
ER  - 

TY  - RPRT
AN  - 01547894
AU  - Williams, Stacy G
AU  - Hall, Kevin  D
AU  - University of Arkansas, Fayetteville
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - ERSA Wheel-Track Testing for Rutting and Stripping
PY  - 2004/03//Final Report
SP  - 421p
AB  - Permanent deformation, or rutting, is a common failure mode of flexible pavements. Many methods have been developed to assess the susceptibility of a hot-mix asphalt (HMA) mixture to rutting and a related failure mode, stripping. Wheel-track testing is currently one of the most common methods. Wheel-tracking tests subject HMA samples to a loaded wheel that tracks linearly along the sample, producing a rut. When the test is performed in the submerged condition, stripping may also be detected. The Evaluator of Rutting and Stripping in Asphalt (ERSA) was developed at the University of Arkansas. It is a wheel-tracking device that has the capability of using various wheel types, and utilizes an advanced data acquisition system to describe a complete longitudinal profile of each sample as it ruts. ERSA is capable of detecting both rutting and stripping failures in HMA mixtures. A total of 442 wheel-tracking tests were performed on field- and laboratory-compacted samples from five sites in order to evaluate the effects of specimen air void content, testing temperature and load, specimen shape, compaction method, and wheel type. The mixtures were ranked, then compared to field rutting measurements at each site after three years of service. In general, air void contents less than ten percent did not significantly affect ERSA test results. Temperature and load were significant factors, the 50 C (122 F) and 591 (132 lb) load combination providing the greatest discrimination of mixes and the most accurate representation of field rutting characteristics. Field-compacted specimens showed less rutting resistance than laboratory-compacted specimens. Relative to wheel-type, the ERSA steel wheel was the only one able to consistently detect the presence of stripping. Moisture damage test results based on traditional methods were compared to stripping data obtained from the ERSA test, with no correlation evident between the methods. A standard test method was developed for the ERSA device and rutting criteria were set. Maximum allowable rut depths of 5 mm (0.2 in) and 10 mm (0.4 in) were specified for mixes serving high and low volumes of traffic, respectively.
KW  - Air voids
KW  - Arkansas
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Rutting
KW  - Stripping (Pavements)
KW  - Temperature
KW  - Test procedures
KW  - Testing equipment
KW  - Wheel loads
KW  - Wheel tracking devices
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209804.pdf
UR  - https://trid.trb.org/view/1335252
ER  - 

TY  - RPRT
AN  - 01531730
AU  - Horvath, Arpad
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - A Life-Cycle Analysis Model and Decision-Support Tool for Selecting Recycled Versus Virgin Materials for Highway Applications
PY  - 2004/03//Final Report
SP  - 35p
AB  - The objective of this project was the development of a life-cycle assessment (LCA) framework and computer-based tool, which draws on environmental and economic parameters, and assists decision makers in evaluating the use of recycled materials in highway construction and maintenance activities. The initial proposal suggested a list of tasks, and significant progress has been accomplished in each one. The tasks are as follows: Task 1. Develop a model of economic costs of using traditional highway materials; Task 2. Develop a model of economic costs of using recycled materials for highway applications; Task 3. Develop a model of environmental effects of using traditional highway materials; Task 4. Develop a model of environmental effects of using recycled materials for highway applications; and Task 5. Develop a computer-based decision-support tool. This report is organized according to the same division. Initially the report presents an overview of the tool. Next, the tool structure is introduced followed by a discussion of the environmental module, and a discussion of the economic module. The tool allows the comparison of traditional materials and secondary materials for road construction, and includes information on maintenance, recycling, and construction technologies. The final version of the model is highly comprehensive, but it is also amenable to future additions and expansions.
KW  - Costs
KW  - Decision support systems
KW  - Economic factors
KW  - Environmental impacts
KW  - Life cycle analysis
KW  - Recycled materials
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P23Final.pdf
UR  - https://trid.trb.org/view/1316345
ER  - 

TY  - RPRT
AN  - 01108671
AU  - Benekohal, Rahim F
AU  - Aycin, Murat F
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Analyses of Drivers’ Opinions about Railroad Grade Crossings Traffic Control Devices and Safety: Background Survey
PY  - 2004/03//Final Report
SP  - 69p
AB  - This first survey obtained background information and opinions/experiences on participating drivers about railroad crossings. A total of 752 professional drivers representing 34 companies participated in the survey. Drivers gave an average effectiveness rating of 4.7 for crossing gates, 4.5 for flashing lights, 3.5 for clanging bell, 3.3 for train horn, 3.1 for crossbuck signs, and 3.0 for advance warning signs (5 means very high and 1 means very low). About 47% of the drivers said that railroad crossings present a significant driving hazard above normal driving conditions, but 46% said they do not. Seventy four percent of the drivers said that most railroad crossings are adequately protected/have adequate safety warning devices. However, 22% said that the crossings need more protection/more warning devices. The perception of hazards does not depend on the frequency of crossing railroad tracks or the number of times the drivers stop at the crossings. The perception of hazards does not influence the rating of the effectiveness of the warning devices. However, the perception of hazards influences the drivers’ views on the current standard of railroad grade crossing devices. The precautions drivers take when crossing the tracks are influenced by their perception of hazards and the adequacy of the current standard of warning devices. Drivers who thought crossings needed more protective warning devices rely on the train horn and advance warning signs more than other groups of drivers. Their view of the current standard of railroad warning devices also depends on the type of vehicle they drive. A higher proportion of the drivers in the group that thinks that railroad crossings need more protection drove a bus most frequently.
KW  - Driver information systems
KW  - Drivers
KW  - Grade crossing protection systems
KW  - Highway operations
KW  - In vehicle sensors
KW  - Intelligent transportation systems
KW  - Meetings
KW  - Railroad grade crossings
KW  - Traffic control devices
KW  - Warning devices
KW  - Warning systems
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-130.pdf
UR  - http://ntl.bts.gov/lib/24000/24700/24730/Fin-Rep-Bkgd-survey-mod3.pdf
UR  - https://trid.trb.org/view/868196
ER  - 

TY  - RPRT
AN  - 01108665
AU  - Benekohal, Rahim F
AU  - Rawls, Carmen G
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Analyses of Drivers’ Responses to In-Vehicle Receiver (IVR) after Experiencing One Mode of Operation
PY  - 2004/03//Final Report
SP  - 53p
AB  - Survey Number 2 (out of four surveys) was conducted three months after the IVR system was operational. During the period, the participating drivers received only one type of message from their IVRs, either an audible or a visual message. The audible and visual groups gave similar effectiveness ratings for all warning devices except the clanging bell. The visual group rated the clanging bell higher than the audible group. The IVR average effectiveness rating from the audible group was 3.3 and from the visual group it was 3.4 using a 5.0 scale. The effectiveness of the IVR was similar to the crossbuck and advance warning signs, but lower than the crossing gate, flashing lights, clanging bell, and the train horn. The audible and visual groups trusted the IVR to the same degree. About 60.6% of the audible group and 58.4% of the visual group trusted the IVR to give an accurate warning of a train approaching/occupying the equipped crossings. The drivers in general were satisfied with the quality of the message from their IVR. For the visual mode, 51.6% of the drivers rated the overall quality of the message as good or excellent, 26.7% as fair, 15.0% said it was poor, and 6.7% had no opinion or did not respond. For the audible mode, 52.5% rated the overall quality of the audible message excellent or good, 14.6% as fair, 15.9% said it was poor, and 17% did not have an opinion or did not respond. A small percentage (14-16%) of drivers in the audible group said either the tone was too loud, too harsh or piercing, or it beeped for too long.
KW  - Audible warning devices
KW  - Driver information systems
KW  - Grade crossing protection systems
KW  - Grade crossing protection systems
KW  - In vehicle sensors
KW  - Intelligent transportation systems
KW  - Railroad grade crossings
KW  - Traffic control devices
KW  - Warning systems
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-131.pdf
UR  - https://trid.trb.org/view/868197
ER  - 

TY  - SER
AN  - 01090398
JO  - Civil Engineering Studies. Transportation Engineering Series No. 132. Traffic Operations Lab Series No. 12
PB  - University of Illinois, Urbana-Champaign
AU  - Benekohal, Rahim F
AU  - Rawls, Carmen G
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Analyses of Drivers’ Responses to In-Vehicle Receiver (IVR) after Experiencing Two Modes of Operation
PY  - 2004/03//Final Report
SP  - 53p
AB  - This report contains the results of the third survey (out of four surveys) that was conducted six months after the IVR system was operational. Drivers who had the IVR in the audible (visual) mode for the first three months would have switched to the visual (audible) mode for the next three months. The audible and visual groups gave similar average effectiveness ratings to all of the warning devices except the flashing lights, clanging bell, and IVR. The audible group rated these three devices higher than the visual group. The IVR average effectiveness rating from the audible group was 3.8 using a 5.0 scale, significantly higher than 2.7 from the visual group. The visual warning message from the visual IVR was not as effective in attracting attention of the drivers as the beeping sound from the audible IVR. This is reflected in its effectiveness rating. The effectiveness rating for the audible mode of IVR was significantly higher than that of the advance warning and the crossbuck signs, similar to that of the train horn, and lower than that of the flashing lights, the crossing gate, and the clanging bell. The effectiveness rating for the visual IVR was significantly lower than that of all other warning devices, except the advance warning sign. The effectiveness rating of the visual IVR was similar to that of the advance warning sign. A significantly higher proportion of the audible group (72%) compared to the visual group (47%) trusted the IVR to give an accurate warning of a train approaching/occupying the equipped crossings.
KW  - Attitudes
KW  - Audible warning devices in vehicles
KW  - Drivers
KW  - Intelligent transportation systems
KW  - Onboard warning systems
KW  - Visual warnings
KW  - Warning devices
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-132.pdf
UR  - http://ntl.bts.gov/lib/25000/25000/25078/Final_report_survey_3-mod.pdf
UR  - https://trid.trb.org/view/850272
ER  - 

TY  - RPRT
AN  - 01075090
AU  - Federal Highway Administration
TI  - U.S. Highway 231, Dubois County : environmental impact statement
PY  - 2004/03//Volumes held: Draft
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/834484
ER  - 

TY  - RPRT
AN  - 01075081
AU  - Federal Highway Administration
TI  - US Highway 18/51, CTH PD to USH 12, US Highway 12/14, USH 14 to Todd Drive, Dane County : environmental impact statement
PY  - 2004/03//Volumes held: Draft(2v)
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/834475
ER  - 

TY  - RPRT
AN  - 01074646
AU  - Federal Highway Administration
TI  - I-69 Mississippi River crossing, Desha County, Arkansas to Bolivar County, Mississippi : environmental impact statement
PY  - 2004/03//Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834040
ER  - 

TY  - RPRT
AN  - 01074588
AU  - Federal Highway Administration
TI  - State Highway 9, Frisco to Breckenridge, Summit County : environmental impact statement
PY  - 2004/03//Volumes held: Draft(2v), Final(2v)
KW  - Colorado
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/833982
ER  - 

TY  - RPRT
AN  - 01074501
AU  - Federal Highway Administration
TI  - South Medford Interchange project, Interstate 5, Medford, Jackson County : environmental impact statement
PY  - 2004/03//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/833895
ER  - 

TY  - RPRT
AN  - 01019077
AU  - Pierce, Charles E
AU  - Gassman, Sarah L
AU  - Tripathi, Himanshu
AU  - Brown, Travis W
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Field and Laboratory Assessment of Flowable Fill Performance in South Carolina
PY  - 2004/03
SP  - 176p
AB  - This report summarizes the experimental field and laboratory investigation conducted on the placement and performance of South Carolina Department of Transportation (SCDOT)-specified controlled low-strength material (CLSM) mixtures.  Visual observation and quantitative assessment of CLSM at five bridge sites and one demonstration site in two engineering districts were conducted.  This field study was followed up with an extensive, two-phase laboratory study to measure fluid and hardened-state properties.  The effects of water content and sand source on properties were investigated as part of this study.  Based on experimental findings, recommendations are suggested to implement field-testing procedures and to further monitor CLSM in the field.
KW  - Bridges
KW  - Field studies
KW  - Field tests
KW  - Flowable fill
KW  - Laboratory studies
KW  - Observations
KW  - Performance
KW  - Properties of fluids
KW  - Properties of materials
KW  - Quantitative analysis
KW  - Recommendations
KW  - Sand
KW  - South Carolina
KW  - Water
UR  - https://trid.trb.org/view/771779
ER  - 

TY  - RPRT
AN  - 01003482
AU  - Trevino, Manuel
AU  - Dossey, Terry
AU  - McCullough, B Frank
AU  - Yildirim, Yetkin
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Applicability of Asphalt Concrete Overlays on Continuously Reinforced Concrete Pavements
PY  - 2004/03
SP  - 98p
AB  - This report presents the research and recommendations on the use of asphalt concrete (AC) overlays to rehabilitate continuously reinforced concrete pavements (CRCPs).  A thin bonded AC overlay may be an economical means to restore the riding quality of a CRCP.  One of the main benefits of such an overlay is the reduction of dynamic impact loading, which in turn, increases the service life of the pavement structure by delaying its rate of deterioration.  To make this possible, the rehabilitation must occur in a timely manner.  Additional benefits of this rehabilitation strategy are a reduction in noise levels generated at the interface between vehicle tires and pavement, and a reduction in moisture infiltration into the substrata.  A thin AC overlay on CRCP, however, is incapable of providing any structural load-carrying enhancement to the pavement in question.   Therefore, its applicability is limited to those pavements that are structurally sound.  Any major distresses in the existing pavement should be repaired, as any unrepaired failures may reflect through the AC overlay.  The most common problems occurring with this type of rehabilitation are debonding of the overlay, reflection of distresses through the overlay and stripping of the asphalt.  A decision tree to be used at the project selection stage is provided as a tool to facilitate the decision of whether to utilize this type of rehabilitation.
KW  - Benefits
KW  - Bituminous overlays
KW  - Continuously reinforced concrete pavements
KW  - Debonding
KW  - Decision trees
KW  - Dynamic loads
KW  - Moisture barriers
KW  - Noise reduction
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Ride quality
KW  - Service life
KW  - Stripping (Pavements)
KW  - Thin bonded overlays
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4398_1.pdf
UR  - https://trid.trb.org/view/759757
ER  - 

TY  - RPRT
AN  - 01001585
AU  - Wolffing, Chris
AU  - Liesman, Joel
AU  - Young, Rhonda
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Construction Related Business Impacts: Phase I Report
PY  - 2004/03//Final Report
SP  - 326p
AB  - Business owners are typically quite concerned when a highway construction project is proposed near their businesses.  Even though construction projects are only temporary situations, many business owners worry about the level of impact and the length and magnitude of the recovery period.  Currently little information that quantifies the estimated business impacts exists nationwide and none that is specific to Wyoming.  The intent of this study is to investigate the business-related impacts due to highway construction projects in Wyoming.  The findings from this research effort, Phase I and Phase II, will result in tools to address the concerns of business owners and response to unsupported statements of business owners on future projects.  Quantified estimates of both the perceived and actual business impacts from previous projects will be included as well as mitigation techniques for future projects to minimize the construction impact and to foster better relationships with adjacent business owners.  Phase I concentrates on evaluating impacts of past construction projects and Phase II concentrates on current and future projects.  This Phase I report is composed of seven chapters including the introduction.  Chapter 2 is a literature review on construction impacts and mitigation techniques.  Chapter 3 includes the Wyoming Department of Transportation survey including methodology and results.  Chapter 4 introduces the Phase I projects.  Chapter 5 gives details about the collected data, such as business categorization based on SIC codes; customer base; traffic volumes before, during and after construction; tax revenue before, during and after construction; and the general economic trends occurring in the area.  Chapter 6 contains data analysis on each of the following:  traffic volumes, tax revenues, commercial property, business survey, summary of impact level, and perceived versus actual impacts.  Chapter 7 contains the conclusions and recommendations and includes a section on the Phase II study.
KW  - Businesses
KW  - Construction projects
KW  - Data collection
KW  - Economic conditions
KW  - Impacts
KW  - Literature reviews
KW  - Mitigation strategies
KW  - Recommendations
KW  - Road construction
KW  - Surveys
KW  - Tax receipts
KW  - Traffic volume
KW  - Wyoming
UR  - https://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/Highway%20Construction%20Related%20Business%20Impacts%20Phase%20I.pdf
UR  - https://trid.trb.org/view/757423
ER  - 

TY  - RPRT
AN  - 01000281
AU  - Bochner, Brian S
AU  - Rabinowitz, Robin I
AU  - Hard, Edwin N
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Promoting Smart Growth Texas Style: Proposed Policies for TxDOT to Benefit from and Support Local Smart Growth Initiatives
PY  - 2004/03//Implementation Report
SP  - 20p
AB  - Smart growth is planned growth that integrates land use and transportation to create urban development that conserves resources and improves quality of life while providing adequate mobility.  This project initiated implementation of previous research findings through a series of workshops and through the development of this guideline report for Texas Department of Transportation (TxDOT) consideration.  The guidelines in this report could facilitate TxDOT support of local smart growth programs where initiated by local agencies, and could help TxDOT support local smart growth initiatives through typical TxDOT projects or the enhanced TxDOT policies.  The report explains how smart growth can be an asset to TxDOT, and relates how basic smart growth principles are consistent with TxDOT's goals under its Strategic Plan.
KW  - Guidelines
KW  - Land use planning
KW  - Mobility
KW  - Policy
KW  - Quality of life
KW  - Smart growth
KW  - Strategic planning
KW  - Texas
KW  - Transportation planning
KW  - Urban development
UR  - https://trid.trb.org/view/751263
ER  - 

TY  - RPRT
AN  - 00989269
AU  - Karamihas, S M
AU  - Cable, J K
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - DEVELOPING SMOOTH, QUIET, SAFE PORTLAND CEMENT CONCRETE PAVEMENTS
PY  - 2004/03
SP  - 51 p.
AB  - The concrete paving industry has spent large amounts of time working to provide safe, quiet, and smooth pavements for the traveling public as their needs and driving habits have changed since the advent of the automobile.  During that time, the efforts of research, design, and construction were directed at one of the problems at a time.  Current public surveys indicate that the traveling public wishes to have safe, quiet, and smooth pavements.  This report identifies the problems remaining in the areas of developing smooth, quiet, and safe portland cement concrete pavements.  It develops the research framework that can be used to bring the existing information together with additional research in each area.  The resulting answers can be used in each pavement design for a quiet, safe, and smooth pavement that is also long lasting.
KW  - Concrete pavements
KW  - Highway safety
KW  - Pavement design
KW  - Research
KW  - Smoothness
KW  - Traffic noise
UR  - http://www.ctre.iastate.edu/reports/smooth_quiet.pdf
UR  - https://trid.trb.org/view/755045
ER  - 

TY  - RPRT
AN  - 00989197
AU  - Petrou, M F
AU  - Rizos, D C
AU  - Harries, K A
AU  - Hanson, J
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - PERMEABILITY OF PORTLAND CEMENT CONCRETE (PCC) STRUCTURES IN SOUTH CAROLINA - VOLUME II
PY  - 2004/03
SP  - 56 p.
AB  - High performance concrete (HPC) is generally defined as a concrete with improved durability and/or higher structural capacity as compared to ordinary portland cement concrete.  The modulus of elasticity of the HPC (Class E) used for bridge decks in South Carolina is found to be very low.  This has been attributed to the coarse aggregate used.  The objective of this work was to quantify the effects of coarse aggregate on the modulus of elasticity of HPC using Class E concrete and develop a model for predicting the modulus of elasticity based on known physical or mechanical characteristics of the constituent materials.  A series of laboratory tests and analytical and numerical investigations were conducted.  The laboratory tests pertained to the experimental determination of the elastic modulus of HPC using coarse aggregates from various sources. Analytical and numerical models were calibrated based on experimental measurements and were used in some of the parametric studies.  Results of the tests showed that the American Concrete Institute recommended equation is not always appropriate for estimating the modulus of elasticity of concrete.  Depending on the source of the aggregates, relationships exist between the modulus of elasticity of the aggregate, its Los Angeles abrasion and the resulting modulus of elasticity of the concrete.  Also, depending on the source of the aggregates, relationships exist between the permeability of the concrete, its compressive strength and the concrete elastic modulus.  The model developed could be used to estimate the modulus of elasticity of HPC.
KW  - Abrasion
KW  - Bridge decks
KW  - Coarse aggregates
KW  - Compressive strength
KW  - High performance concrete
KW  - Laboratory tests
KW  - Mathematical models
KW  - Modulus of elasticity
KW  - Permeability
KW  - South Carolina
UR  - https://trid.trb.org/view/754981
ER  - 

TY  - RPRT
AN  - 00989196
AU  - Petrou, M F
AU  - Harries, K A
AU  - Walters, R
AU  - Mustar, J
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - PERMEABILITY OF PORTLAND CEMENT CONCRETE (PCC) STRUCTURES IN SOUTH CAROLINA - VOLUME I
PY  - 2004/03
SP  - 109 p.
AB  - The objective of this research was to measure the chloride permeability of high performance concrete (HPC) mixes used in South Carolina using the Rapid Chloride Permeability Test, ASTM C 1202.  An experimental program was developed to compare the mix designs used by the South Carolina Department of Transportation (SCDOT) and to observe the change in chloride permeability and percent air voids over a period of time.  The results of this program will assist the SCDOT in improving the current mix design for HPC bridge decks and in establishing a standard procedure for chloride permeability testing.  Based on the experience gained in this research, it is recommended to specify 56-day chloride permeability values as a means of acceptance and quality control for performance mix designs. Regional acceptable permeability values ranging between 1000 and 3000 Coulombs need to be specified.  It is also important to specify stringent curing procedures for concrete bridge decks to reduce the permeability of concrete and reduce problems with early cracking.  Finally, concrete including silica fume (Class E) should be used for bridge deck concrete due to its decreased permeability compared to Class D concrete.
KW  - Acceptance tests
KW  - Air voids
KW  - Bridge decks
KW  - Chlorides
KW  - Concrete curing
KW  - High performance concrete
KW  - Mix design
KW  - Permeability
KW  - Quality control
KW  - Silica fume
KW  - South Carolina
KW  - Specifications
KW  - Test procedures
UR  - https://trid.trb.org/view/754980
ER  - 

TY  - RPRT
AN  - 00988779
AU  - Tarnoff, P J
AU  - Ordonez, J
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - SIGNAL TIMING PRACTICES AND PROCEDURES - STATE OF THE PRACTICE
SN  - 0935403930
PY  - 2004/03
SP  - 56 p.
AB  - This report documents the current state-of-the-practice in traffic signal timing.  The information presented in the report was obtained through a survey of more than 100 state, city and county agencies responsible for traffic signal operations.  The organization of the report generally follows the organization of the questionnaire, beginning with a presentation of issues associated with the types of traffic signal control currently in use, followed by a discussion of signal timing methodology and the agency staff responsible for implementation.  The report concludes with recommendations for future directions in the identification and publication of traffic signal timing best practices.
KW  - Best practices
KW  - Future
KW  - Highway traffic control
KW  - Methodology
KW  - Personnel
KW  - Procedures
KW  - Recommendations
KW  - State of the practice
KW  - Surveys
KW  - Traffic signal control systems
KW  - Traffic signal timing
UR  - https://trid.trb.org/view/754855
ER  - 

TY  - RPRT
AN  - 00988090
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Wyoming Department of Transportation
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - GREATER YELLOWSTONE RURAL ITS PRIORITY CORRIDOR INCIDENT MANAGEMENT RESPONSE GUIDE
PY  - 2004/03
SP  - 54 p.
AB  - The Greater Yellowstone Rural Intelligent Transportation System (GYRITS) Priority Corridor is a 200-mile long, 100-mile wide, heavily utilized rural transportation corridor between Bozeman, Montana and Idaho Falls, Idaho. The overall purpose of this study is to determine and document state-of-the-practice, incident management policies, practices and procedures and, within the limits of available resources, apply them to incidents occurring anywhere within the GYRITS study area. In 1999 over half of all police officers killed in the line of duty died while responding to (or at the scene of) traffic incidents. Nearly 10,000 police cars, 2,000 fire trucks and 3,000 other service vehicles were struck while going to, or at, traffic incidents. Secondary crashes resulting from queuing as a result of primary incidents make up 14-18 percent of all crashes. The overall objective of developing and distributing this Response Guide is to reduce the time between incident occurrence and clearance so as to minimize the risk of secondary crashes and to reduce the staggering costs incurred annually by motorists and commercial vehicle cargo trapped in long queues of traffic. Specific objectives of this document include: (1) Identification of opportunities for improving and implementing each component of regional incident management; (2) Determination and compilation of recommendations for consideration by both primary and support emergency service providers; (3) Determination of the extent to which improved training, additional equipment and other resources could enhance regional incident management; (4) Identification of the means by which improved incident management procedures might be adopted and institutionalized; (5) Identification of impediments to improving incident management that may only be overcome by state and local legislative initiatives and adoption of interagency agreements or similar compacts at the state and local level.
KW  - Emergency medical services
KW  - Equipment
KW  - Fatalities
KW  - Greater Yellowstone Rural ITS project
KW  - Idaho
KW  - Impediments
KW  - Incident management
KW  - Interagency relations
KW  - Legislation
KW  - Local government
KW  - Montana
KW  - Policy
KW  - Procedures
KW  - Queuing
KW  - Recommendations
KW  - Rural areas
KW  - Secondary crashes
KW  - State government
KW  - State of the practice
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic incidents
KW  - Training
KW  - Transportation corridors
UR  - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=427972_Incident_Management_Guide.pdf
UR  - https://trid.trb.org/view/753733
ER  - 

TY  - RPRT
AN  - 00987602
AU  - Haas, C T
AU  - Gibson, G E
AU  - O'Connor, J T
AU  - Zhang, Z
AU  - Anderson, C K
AU  - Somali, B
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT AND VALIDATION OF A METHOD SELECTION TOOL FOR EXPEDITING HIGHWAY CONSTRUCTION
PY  - 2004/03
SP  - 248 p.
AB  - The interim report (4386-1) identified, described, and discussed expediting methods that could be used in various phases of highway construction.  Continuing the objectives of the first-year research, a system has been developed for Area Engineers and assistants to select proven, yet innovative, methods to expedite highway project delivery.  The system consists of both a paper and computer version.  This report, as the conclusion of the research study, covers the development and validation of this Expediting Method Selection Tool.  The final version of the tool evolved from feedback gathered from three demonstration seminars held with Texas Department of Transportation (TxDOT) Area Engineers and other TxDOT and industry personnel.  The Project Director and Coordinator also provided feedback and guidance on the development of the final version of the tool.  Recommendations for implementation of the tool are provided.
KW  - Construction management
KW  - Construction scheduling
KW  - Decision support systems
KW  - Implementation
KW  - Project delivery
KW  - Road construction
KW  - Validation
UR  - https://trid.trb.org/view/753504
ER  - 

TY  - RPRT
AN  - 00986424
AU  - Chatterjee, A
AU  - Cohen, H
AU  - Federal Highway Administration
AU  - Cambridge Systematics, Incorporated
TI  - ACCOUNTING FOR COMMERCIAL VEHICLES IN URBAN TRANSPORTATION MODELS, SUMMARY REPORT. FINAL REPORT
PY  - 2004/03
SP  - 51 p.
AB  - In October 2002, the Federal Highway Administration began a research project to evaluate the magnitude and distribution of commercial vehicles in urban transportation planning models. The research was designed to look at all travel that is not adequately represented by the current state-of-the-practice for urban transportation planning models.  This report summarizes the project. The report contains eight sections. Section 2.0 presents a summary of the literature review. Section 3.0 details the definition of the term "commercial vehicles" and summarizes the commercial vehicles categories established for this study. Section 4.0 describes the data sources evaluated for this study. There are five general types of data reviewed for this study: commercial vehicle surveys, vehicle registration data, vehicle count data, category-specific data sources, and data from individual contacts. Section 5.0 presents the results of the process to quantify the magnitude and distribution of commercial vehicles. The results of the analysis from the combined data sources are analyzed by category, urban area, time period, and facility type. Section 6.0 presents the methods for estimating and forecasting commercial vehicles travel and briefly summarized the three methods. Section 7.0 presents the data available for calibration and validation of commercial vehicle models. These data are divided into three groups: registration records, vehicle miles of travel (VMT), and vehicle classification counts. Each is described in a separate subsection and its applicability for calibrating and validating commercial vehicles is discussed. Finally, Section 8.0 presents recommendations for future research.
KW  - Calibration
KW  - City planning
KW  - Commercial vehicles
KW  - Estimating
KW  - Forecasting
KW  - Literature reviews
KW  - Registration
KW  - Surveys
KW  - Time periods
KW  - Traffic counts
KW  - Trucking
KW  - Urban areas
KW  - Urban transportation
KW  - Validation
KW  - Vehicle classification
KW  - Vehicle miles of travel
UR  - http://media.tmiponline.org/clearinghouse/accounting/summary.pdf
UR  - https://trid.trb.org/view/748119
ER  - 

TY  - RPRT
AN  - 00986018
AU  - Bhasin, A
AU  - Button, J W
AU  - Chowdhury, A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF SIMPLE PERFORMANCE TESTS ON HMA MIXTURES FROM THE SOUTH CENTRAL UNITED STATES
PY  - 2004/03
SP  - 152 p.
AB  - A wide variety of hot mix asphalt (HMA) materials and mixture designs were obtained from the six states in the south central region of the United States.  Three additional mixtures were designed and produced in the laboratory to provide modified mixtures in this project.  All mixtures were characterized using the three simple performance tests (dynamic modulus, flow number, and flow time), Superpave shear test - frequency sweep at constant height (SST-FSCH), and the Asphalt Pavement Analyzer (APA) as a torture test.  The Hamburg wheel-tracking device (HWTD) was also conducted on selected mixtures.  Objectives included the following:  evaluate applicability of current test procedures and equipment for measuring HMA mixture properties with particular emphasis on complex modulus; provide state departments of transportation in the south central United States familiarity with the proposed |E*| parameter; generate information on performance of selected HMA mixtures with the new tests; extend the application of the protocols to gap-graded (e.g., stone mastic asphalt or Texas department of transportation coarse matrix high binder) mixtures; compare results from |E*| test results with other established tests (e.g., SST-FSCH, APA); evaluate specially designed HMA mixtures which may exhibit low dynamic modulus but high recovery of strains (i.e., HMA containing a highly polymer-modified soft asphalt, e.g., PG 64-40).  A limited study was conducted to characterize the cracking potential of the selected mixtures using parameters from the indirect creep test in addition to the dynamic modulus test parameters.  Results showed that flow number value and flow time slope correlated better with laboratory rutting (APA and HWTD) than dynamic modulus.  The correlations of |E*| or |G*| with APA were better at lower frequencies than at higher frequencies.  Flow time slope, flow number value, |E*|/sin phi at 1 Hz, flow number slope, and flow time value were among the best five correlations both with HWTD and the APA rut depths.
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - Central United States
KW  - Cracking
KW  - Creep tests
KW  - Dynamic modulus of elasticity
KW  - Gap graded aggregates
KW  - Hot mix asphalt
KW  - Performance tests
KW  - Polymer asphalt
KW  - Rutting
KW  - Test procedures
KW  - Testing equipment
UR  - https://trid.trb.org/view/748013
ER  - 

TY  - RPRT
AN  - 00984504
AU  - Bouchedid, M B
AU  - Humphrey, D N
AU  - University of Maine, Orono
AU  - Maine Department of Transportation
AU  - Federal Highway Administration
TI  - PERMEABILITY OF BASE MATERIALS FOR MAINE ROADS
PY  - 2004/03
SP  - 235 p.
AB  - The objectives of this study were to extend pavement life and reduce pavement life cycle cost by developing improved specifications and design policies for subbase material by investigating the gradation and permeability of the subbase currently used by the Maine Department of Transportation (DOT). Eight field projects were selected for this research to investigate the permeability and gradation of base material for Maine roads.  Additional permeability and gradation tests were performed on samples from current Maine DOT projects.  Results indicate that Maine DOT Type D subbase aggregate has excess fines and sand compared to Federal Highway Administration (FHWA) recommendations.  In addition, the fines content of in-place Maine DOT Type D subbase increased over time as a result of compaction, construction traffic, weathering, and infiltration of fines from the subgrade.  The standard aggregate subbase currently used by the Maine DOT has low permeability. Projections based on the AASHTO design chart for flexible pavements indicate an average increase in life expectancy by a factor of 3.7 if FHWA permeable base is used rather than traditional Maine DOT Type D subbase for the eight projects investigated for this research.  These projections included the effects of improved drainage and reduced frost heave.  Cost analysis indicates that savings of $153,000 to $394,000 per mile of constructed road could be achieved in Maine by using permeable base, thereby increasing the life of the road and avoiding the need for a structural overlay after 10 to 15 years in service.
KW  - Aggregate gradation
KW  - Base course (Pavements)
KW  - Drainage
KW  - Fines (Materials)
KW  - Frost heaving
KW  - Life cycle costing
KW  - Maine
KW  - Permeability
KW  - Sand
KW  - Service life
KW  - Specifications
KW  - Subbase materials
UR  - https://trid.trb.org/view/745696
ER  - 

TY  - RPRT
AN  - 00980100
AU  - Carlson, P J
AU  - Rose, E R
AU  - Chrysler, S T
AU  - Bischoff, A L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - SIMPLIFYING DELINEATOR AND CHEVRON APPLICATIONS FOR HORIZONTAL CURVES
PY  - 2004/03
SP  - 236 p.
AB  - This research effort focuses on the investigation of methods to simplify horizontal curve delineation treatments without jeopardizing safety.  The specific objectives of the research were to simplify delineator and Chevron spacing along horizontal curves, determine a radius above which a horizontal curve on a freeway or expressway may be delineated as a tangent, and explore whether there is any new benefit in using double delineators.  The researchers reviewed the Manual on Uniform Traffic Control Devices (MUTCD) evolution with respect to delineation.  They also performed a literature review and conducted a state department of transportation survey to determine other policies and practices.  The research team visited curves throughout the state of Texas to assess the current state-of-the-practice in terms of delineation treatments and test and develop alternative delineation treatment procedures.  The researchers also performed a field study to determine drivers' response to an increase in the number of Chevrons installed along horizontal curves.  Finally, the researchers performed a closed-course delineator visibility study at the Texas A&M University Riverside campus to assess the need for variable delineator approach and departure spacing on horizontal curves and the need for double delineators (versus single delineators).  Using the findings from the previously described activities, the researchers recommended a simplified delineator and Chevron spacing table that is based on the radius or the advisory speed value.  Researchers also developed a simple-to-use and accurate field device for measuring the radius of a horizontal curve.
KW  - Chevrons
KW  - Double delineators
KW  - Field studies
KW  - Highway curves
KW  - Highway delineators
KW  - Horizontal curvature
KW  - Literature reviews
KW  - Manual on Uniform Traffic Control Devices
KW  - Spacing
KW  - State departments of transportation
KW  - State of the practice
KW  - Surveys
KW  - Visibility
UR  - http://tti.tamu.edu/documents/0-4052-1.pdf
UR  - https://trid.trb.org/view/740823
ER  - 

TY  - RPRT
AN  - 00978450
AU  - Alberson, D C
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF THE FDOT VARIANT OF THE MODIFIED KANSAS CORRAL BRIDGE RAILING
PY  - 2004/03
SP  - 46 p.
AB  - The objectives of this portion of the project were to: 1) Determine if the subject variant of the Modified Kansas Corral (MKC) railing complies with the requirements of the AASHTO LRFD Bridge Design Specifications and National Cooperative Highway Research Program (NCHRP) Report 350, Test Level 4; 2) Prepare a comprehensive report of the research findings that is suitable for submittal to the Federal Highway Administration by the Florida Department of Transportation (FDOT) as part of a request for acceptance package; and 3) If required, perform a full-scale crash test to verify the crash performance of the MKC railing. The AASHTO LRFD Bridge Design Specifications give guidance on geometry of the traffic face of railing that can be expected to provide acceptable performance in full-scale crash tests.  The relationships between geometric factors and performance are approximate and are based on information available at the time the specifications were prepared.  Since that time, many tests of bridge railings have been performed.  Information from those recent tests was compiled and compared with the geometry of the MKC and with provisions of the AASHTO LRFD Bridge Design Specifications to provide insight concerning acceptability of the geometry of the MKC railing.  The FDOT variant of the MKC is similar to the original Kansas Corral bridge rail.  Offset between the post and beams is 38 mm (1 1/2 in.) on the FDOT variant and 55 mm (2 in.) on the original Kansas Corral, and the post height is 305 mm (12 in.) on the FDOT variant and 330 mm (13 in.) on the Kansas Corral system.  However, portions of the openings on the FDOT variant of the MKC have been reduced by the placement of a 152 mm (6 in.) curb in the openings and flush with the upper beam face.  This modification should enhance impact performance by reducing the snagging potential.  The overall height of both systems is 813 mm (32 in.).  Based on the comparison to the previously tested bridge rails and AASHTO guidelines, the FDOT variant of the MKC bridge rail is believed to meet the crash test performance of NCHRP Report 350.
KW  - Bridge railings
KW  - Compliance
KW  - Geometry
KW  - Impact tests
KW  - Load and resistance factor design
KW  - NCHRP Report 350
KW  - Specifications
UR  - https://trid.trb.org/view/740296
ER  - 

TY  - RPRT
AN  - 00976018
AU  - Tran, N H
AU  - Hall, K D
AU  - Mack-Blackwell Transportation Center
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF SIMPLIFIED ASPHALT CONCRETE STIFFNESS/FATIGUE TESTING DEVICE
PY  - 2004/03
SP  - 170 p.
AB  - Mechanistic-empirical flexible pavement design procedures proposed for use within the 2002 Design Guide require the input of the dynamic modulus (E*) of hot mix asphalt concrete.  In addition, the E* test has been proposed as a "simple performance test" for use in mixture design and construction quality control.  The objective of this study included conducting the E* test, evaluating the accuracy/variability of test results, and constructing master curves for the mixtures tested.  The hot mix asphalt mixes tested in this research are typically used for pavement construction in Arkansas, and binder content and air voids were varied to simulate typical construction variability. The analysis showed that the variability of the average E* for each set of four replicates was acceptable.  Since the E* tests were run at intermediate temperatures in this study, a modified procedure, using Arrhenius and power functions, was employed to construct the master curves.  Based on the master curves, the effects of aggregate size, binder content, and air voids on the tested asphalt mixtures were evaluated and determined to be consistent and reasonable.  The testing procedure and results of this study were recommended for use in a new project to characterize the stiffness of Arkansas mixtures to prepare input data for the proposed 2002 Design Guide.
KW  - Aggregate gradation
KW  - Air voids
KW  - Asphalt concrete
KW  - Binder content
KW  - Dynamic modulus of elasticity
KW  - Fatigue tests
KW  - Hot mix asphalt
KW  - Mix design
KW  - Performance tests
KW  - Quality control
KW  - Stiffness
KW  - Test procedures
UR  - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202014.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55735/AR-MBTC-2014.PDF
UR  - https://trid.trb.org/view/702786
ER  - 

TY  - RPRT
AN  - 00975991
AU  - Chavez, E
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - HOT BITUMINOUS PAVEMENT GRADATION ACCEPTANCE, REVIEW OF QC/QA DATA 2000 TO 2002
PY  - 2004/03
SP  - 239 p.
AB  - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot bituminous pavements (HBPs) using gradation acceptance awarded in the years 2000 to 2002.  Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP).  Analysis of each of the test elements (mat density, percent asphalt, and gradation) is also presented in tables, figures, and reports.  Various data groupings are used to evaluate the data including:  year, region, and grading.  Overall the quality of the hot bituminous pavements has shown improvement in the years 2000 to 2002.  The density element has shown the best improvement and has the highest Quality Levels of any of the elements.  The percent asphalt element showed slight improvements and has the second highest Quality Levels.  No measurable improvements in Quality Levels were noted in the gradation element.  This element has the lowest Quality Levels of the three elements.  An evaluation of the data was completed to see if project size, plan quantity of HBP, had an effect on the Quality Level results.  The larger projects did have higher Quality Level results but the difference was not significantly better than the smaller projects.
KW  - Acceptance
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Bituminous pavements
KW  - Density
KW  - Disincentives
KW  - Hot mix asphalt
KW  - Incentives
KW  - Payment
KW  - Quality assurance
KW  - Quality control
KW  - Road construction
UR  - http://www.dot.state.co.us/Publications/PDFFiles/HBPacceptance.pdf
UR  - https://trid.trb.org/view/702759
ER  - 

TY  - RPRT
AN  - 00975957
AU  - Harris, J P
AU  - Chowdhury, A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - RECOMMENDATIONS FOR MINIMIZING POOR QUALITY COARSE AGGREGATE IN ASPHALT PAVEMENTS
PY  - 2004/03
SP  - 62 p.
AB  - The Texas Department of Transportation has experienced problems with inconsistent performance of the coarse aggregate fraction of hot mix asphalt pavements.  This project was initiated to address problems associated with variations in hot mix coarse aggregate quality.  More specifically, the researchers wanted to identify simple tests that can be performed at the aggregate quarries to assess the durability of aggregates and determine what percentage of an aggregate is poor quality.  The researchers surveyed civil engineering and geological literature to identify simple tests that can identify poor performing aggregates and can be performed in the field with a minimal amount of skill.  Following the identification of potential tests, the researchers visited several quarries in Texas and used these techniques to differentiate good and poor quality coarse aggregates.  The researchers identified several simple tests that inspectors can perform in the field to identify poor quality aggregates, including:  aggregate angularity (more rounded = poorer quality), water absorption (more absorbed = poorer quality), hardness (soft = poorer quality), and fines content (more fines = poorer quality).  Things that can be done at the aggregate quarries include:  constructing smaller stockpiles, selective quarrying of good rock, and utilizing a wash system to remove some of the poorer quality aggregates. The preceding tests and quarry recommendations can be utilized by inspectors to regulate the quality of coarse aggregate used in hot mix applications.
KW  - Absorption
KW  - Angularity
KW  - Asphalt pavements
KW  - Coarse aggregates
KW  - Field tests
KW  - Fines (Materials)
KW  - Hardness tests
KW  - Hot mix asphalt
KW  - Quality control
KW  - Quarries
KW  - Recommendations
KW  - Stockpiling
UR  - http://tti.tamu.edu/documents/0-4523-1.pdf
UR  - https://trid.trb.org/view/702735
ER  - 

TY  - RPRT
AN  - 00975826
AU  - Figeroa, J L
AU  - Case Western Reserve University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - LONG TERM MONITORING OF SEASONAL WEATHER STATIONS AND ANALYSIS OF DATA FROM SHRP PAVEMENTS
PY  - 2004/03
SP  - 335 p.
AB  - External agents such as traffic and climate directly affect the life of flexible and rigid pavements.  To understand the influence of these factors, a test road located on U.S. 23, just north of Delaware, Ohio, was constructed as part of the Federal Highway Administration's Strategic Highway Research Program (SHRP).  Material properties and the effect of environmental factors on pavements were studied.  Knowing the dynamic response of pavement materials and environmental factors to which they are exposed, backcalculation procedures to estimate the resilient modulus and the modulus of subgrade reaction of the subgrade soil from nondestructive testing deflections were developed using ILLIPAVE and ILLISLAB for flexible and rigid pavements, respectively.  Relationships between the resilient modulus at the break point and the degree of saturation were developed for the subgrade soil, while relationships between resilient modulus and temperature were developed for asphaltic materials.  All test data, including moisture content, pavement and soil temperature and resistivity, as well as weather-related parameters collected at all instrumented sections at the test road were processed.  Seasonal findings include solar radiation versus temperature relations, asphalt concrete temperature versus air temperature equations, temperature differentials on portland cement concrete slabs, moisture content estimations for the subgrade soil and depth of frost penetration determination. A comparison of the degree of saturation versus depth among sections with and without drains did not show any significant difference in reducing the degree of saturation in sections with drains.  A comparison between precipitation and degree of saturation showed a lag of 80 to 85 days in higher degree of saturation after substantial precipitation occurs.  Displacement time histories obtained by the falling weight deflectometer (FWD) were evaluated, along with two dynamic pavement analysis programs:  Plaxis and FWD-DYN.  Comparisons of time history of displacement plots of both actual and simulated data showed that Plaxis and FWD-DYN overestimated deflections at and near the point of loading.  This could be the result of the difference in loading rates for laboratory testing of pavement materials compared to the FWD test loading rate.
KW  - Coefficient of subgrade reaction
KW  - Deflection tests
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Frost
KW  - ILLIPAVE (Computer program)
KW  - ILLISLAB (Computer program)
KW  - Modulus of resilience
KW  - Moisture content
KW  - Monitoring
KW  - Nondestructive tests
KW  - Percent saturation
KW  - Precipitation (Meteorology)
KW  - Rigid pavements
KW  - Solar radiation
KW  - Strategic Highway Research Program
KW  - Subgrade (Pavements)
KW  - Temperature
UR  - http://www.dot.state.oh.us/research/2004/Pavements/14693-FR.pdf
UR  - https://trid.trb.org/view/702608
ER  - 

TY  - RPRT
AN  - 00975829
AU  - Windtberg, M
AU  - Bain, A
AU  - Marc Windtberg and Andrew Bain
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - OPTIONS FOR IMPROVING COMPLIANCE WITH VEHICLE REGISTRATION LAWS
PY  - 2004/03
SP  - 53 p.
AB  - Vehicle registration taxes in Arizona are higher than most states due to a state-imposed Vehicle License Tax that is charged in lieu of further personal income or property taxes. Although this seems to be a more equitable system, the result is a large number of Arizona residents who choose to illegally register their vehicles out-of-state.  The effect of these violations on Arizona is a loss of millions of dollars in the form of fewer registration taxes collected.  While Arizona has an enforcement program currently functioning to combat the problem, improvements need to be considered to optimize the recovery of lost registration taxes.  The purpose of this report is to analyze the loss to Arizona due to vehicle registration violations, to analyze the effectiveness of the current enforcement program, and to determine what additional steps can be taken to reduce the number of violations.  A number of enforcement programs are being utilized nationwide.  However, cost constraints and current legislation hinder the efforts of Arizona's enforcement program.  While improvements can be made to current practices, they must be implemented in a cost-effective manner in order to provide incentive for the State to invest in the changes.
KW  - Arizona
KW  - Compliance
KW  - Cost effectiveness
KW  - Law enforcement
KW  - Motor vehicle licensing
KW  - Motor vehicles
KW  - Registration fees
KW  - State laws
KW  - Violations
UR  - http://ntl.bts.gov/lib/24000/24800/24848/AZ549.pdf
UR  - https://trid.trb.org/view/702611
ER  - 

TY  - JOUR
AN  - 00975304
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rich, J
AU  - Federal Highway Administration
TI  - THE AIRS APPROACH TO ANALYZING INTERSECTION CRASHES
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 38-40
AB  - The main interest of the U.S. Federal Highway Administration (FHWA) has always been to maintain safety on national highways. The goal is to reduce roadway-related fatalities and injuries by designing a forgiving infrastructure and educating road users about highway safety and technologies. In November 2001, a workshop was held to identify issues related to intersection safety and to develop a national agenda on intersection safety. One new ITS effort the workshop identified is the Auto Incident Recording System (AIRS) that is a sound-actuated video recording system used to help analyze the reasons for traffic conflicts at intersections. This article describes and discusses the features offered by the AIRS intersection analysis system.
KW  - Automatic incident detection
KW  - Crash analysis
KW  - Crashes
KW  - Fatalities
KW  - Forecasting
KW  - High risk locations
KW  - Highway safety
KW  - Injury causes
KW  - Intelligent transportation systems
KW  - Intersections
KW  - Traffic crashes
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/07.cfm
UR  - https://trid.trb.org/view/703820
ER  - 

TY  - JOUR
AN  - 00975305
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Moler, S
AU  - Roybal, M
AU  - Strasburg, G
AU  - Federal Highway Administration
TI  - RESOURCE CENTER GOES NATIONAL
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 41-45
AB  - A section of I-10 through San Antonio, Texas, where the highway was to be widened over an existing culvert that was structurally unable to support the weight of traditional embankment fills, posed a major challenge to transportation agencies dealing with the problem. The Texas Department of Transportation was not satisfied with the identified solution--using a reinforced concrete mat supported on drilled shafts to span the culvert and support the embankment fill. A better solution, offered by the FHWA regional Resource Center's geotechnical engineering and hydraulic technical service team, was to construct an embankment using expanded polystyrene geofoam blocks as a lightweight alternative. This article, citing this example and others, discusses the FHWA Resource Centers and how they provide technology deployment, training, and technical expertise for transportation customers nationwide.
KW  - Culverts
KW  - Embankments and retaining walls
KW  - FHWA Resource Centers
KW  - Highway engineering
KW  - Information dissemination
KW  - Rehabilitation (Maintenance)
KW  - Research and educational facilities
KW  - Resource development
KW  - Technological innovations
KW  - Texas
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/08.cfm
UR  - https://trid.trb.org/view/703821
ER  - 

TY  - JOUR
AN  - 00975302
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Moler, S
AU  - Federal Highway Administration
TI  - A TALE OF TWO CANYONS
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 24-29
AB  - The Colorado Department of Transportation (CDOT) completed the Glenwood Canyon project, an extension of Interstate 70 through Glenwood Canyon, in 1992. Work on another CDOT construction effort, the Snowmass Canyon Project, was started shortly thereafter. Both involved upgrading overburdened 2-lane highways to 4 lanes through extremely narrow, ecologically sensitive canyons to improve safety and mobility while minimizing environmental impacts. This article discusses these 2 highway projects, focusing on successful use of planning techniques, the latest in context-sensitive design, and construction ingenuity.
KW  - Colorado
KW  - Colorado Department of Transportation
KW  - Context sensitive design
KW  - Highway design
KW  - Highway engineering
KW  - Interstate highways
KW  - Planning methods
KW  - Road construction
KW  - Scenic highways
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/05.cfm
UR  - https://trid.trb.org/view/703818
ER  - 

TY  - JOUR
AN  - 00975296
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rowe, K S
AU  - LaDow, E
AU  - Moler, S
AU  - Federal Highway Administration
TI  - GLENWOOD CANYON 12 YEARS LATER
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 16-23
AB  - Almost 12 years have passed since the Colorado Department of Transportation completed work on the Glenwood Canyon project, a 20-km-long network of viaducts, bridges, and tunnels constructed through an extraordinarily narrow, environmentally sensitive gorge in Western Colorado. First opened to traffic on October 14, 1992, the project not only connected the final leg of Interstate 70, but also symbolized the completion of the original U.S. interstate highway system. Because the true measurement of a project's success comes with reevaluation of its impact over time, this article aims to determine whether the Glenwood Canyon project has indeed lived up to its original goals of preserving the environment, improving safety, and enhancing mobility.
KW  - Colorado
KW  - Colorado Department of Transportation
KW  - Environmental protection
KW  - Glenwood Canyon Project
KW  - Highway bridges
KW  - Highway engineering
KW  - Interstate highways
KW  - Road construction
KW  - Rural highways
KW  - Scenic highways
KW  - Viaducts
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/04.cfm
UR  - https://trid.trb.org/view/703812
ER  - 

TY  - JOUR
AN  - 00975303
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Strasburg, G
AU  - Federal Highway Administration
TI  - SPOTLIGHT ON THE SOUTH
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 30-37
AB  - Environmental leadership takes various forms of preserving and protecting a community's resources. Transportation experts, professional planners, environmental engineers, naturalists, historical societies, and keepers of cultural integrity are learning to work more cooperatively when roadways need to be expanded or modified. Several southern states recently gathered in May 2003, in Raleigh, North Carolina, at the 2003 Southern Environmental Leadership Summit to share information relating to the more efficient management of highway networks. This article provides an overview of the main issues discussed at the Summit.
KW  - Environmental design
KW  - Environmental protection
KW  - Highway operations
KW  - Leadership
KW  - Raleigh (North Carolina)
KW  - Southern States
KW  - Transportation engineering
KW  - Transportation system management
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/06.cfm
UR  - https://trid.trb.org/view/703819
ER  - 

TY  - RPRT
AN  - 00974923
AU  - Mahmassani, H S
AU  - Haas, C T
AU  - Logman, H
AU  - Shin, H-J
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - INTEGRATION OF POINT-BASED AND LINK-BASED INCIDENT DETECTION AND TRAFFIC ESTIMATION
PY  - 2004/03
SP  - 100 p.
AB  - The implementation of Intelligent Transportation Systems (ITS) carries the promise of more efficient use of already existing transportation networks.  Reliable speed estimation and timely incident detection reduces congestion on highways.  The Inductive Loop Detectors (ILDs) and Automated Vehicle Identification (AVI) are the main sensing systems deployed by many traffic management agencies to collect speed and travel time data.  They represent point and link type data, respectively.  This study utilized the Bayesian Updating and Weighted Average methods to estimate highway speed and travel time by integrating the AVI and ILD data extracted from San Antonio's Traffic Management Center (TransGuide).  The analysis considered the sensors' accuracy, reliability, and level of penetration.  The results of the analysis support the reliability of the AVI system for speed and travel time estimation and the ILD system for occupancy, point-based speed measurement and for Automatic Incident Detection (AID) algorithm processing.  Additionally, Monte Carlo simulation model was designed to model sensors fusion to detect traffic incidents. The Monte Carlo model showed promising results when validated using traffic and incident data from the San Antonio network. It could be used as a performance predictor that supports traffic sensing systems investment decisions.
KW  - Accuracy
KW  - Automatic incident detection
KW  - Automatic vehicle identification
KW  - Estimating
KW  - Incident detection
KW  - Loop detectors
KW  - Monte Carlo method
KW  - Reliability
KW  - San Antonio (Texas)
KW  - Simulation
KW  - Traffic speed
KW  - Travel time
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4156_1.pdf
UR  - https://trid.trb.org/view/698275
ER  - 

TY  - JOUR
AN  - 00975295
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Barkley, T
AU  - Federal Highway Administration
TI  - EROSION CONTROL WITH RECYCLED MATERIALS
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 12-15
AB  - The use of compost to control roadway soil erosion is a growing trend, thanks in large part to fertile minds at the Texas Department of Transportation and its sister agency, the Texas Commission on Environmental Quality. Compost has proven to be extremely effective in preventing soil runoff during and after roadway construction. It not only minimizes soil erosion, but also helps prevent water contamination. This article describes the Lonestar State's award-winning erosion control program that encourages the environmentally safe use of compost along the rights-of-way of federally funded highways.
KW  - Compost
KW  - Embankments and retaining walls
KW  - Environmental protection
KW  - Geotechnical engineering
KW  - Highway engineering
KW  - Recycled materials
KW  - Right of way (Land)
KW  - Roadside improvement
KW  - Runoff
KW  - Slope stability
KW  - State departments of transportation
KW  - Texas
KW  - Texas Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/03.cfm
UR  - https://trid.trb.org/view/703811
ER  - 

TY  - JOUR
AN  - 00975284
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Allred, K C
AU  - Federal Highway Administration
TI  - COORDINATING INCIDENT RESPONSE
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 7-11
AB  - Highway incidents vary in type and scale, from life-threatening traffic stoppers on major arterial roads to minor single-car crashes on local streets. Because more than half the situations involving traffic congestion are generated by incident-related delays, highway agencies have a major stake in efficient management of roadway incident scenes to restore normal traffic flow as quickly as possible. Highway agencies are usually considered second responders with a mission to clear the roadway and restore traffic flow after the emergency first responders have addressed the primary mission of protecting public safety and health. When a crash blocks the roadway longer than normal, there is often some conflict among first and second responders on how to make decisions regarding incident and traffic management. This paper discusses the Model Procedures Guide for Highway Incidents, a draft document developed by the National Fire Service Incident Management System Consortium, that shows how an incident management system (IMS) used for many years by the fire service and emergency management agencies can be applied to various types of highway incidents. Funded by the U.S. Department of Transportations's Intelligent Transportation Systems Public Safety Program, the guide adapts the consortium's IMS to highway incident operations and also provides examples of command structures for a wide variety of highway incident scenarios.
KW  - Command and control systems
KW  - Decision making
KW  - Guidelines
KW  - Highway safety
KW  - Incident management
KW  - Traffic congestion
KW  - Traffic control
KW  - Traffic crashes
KW  - Traffic flow
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/02.cfm
UR  - https://trid.trb.org/view/703800
ER  - 

TY  - JOUR
AN  - 00975283
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Mroczka, G
AU  - Straumins, V
AU  - Pinkelman, J
AU  - Federal Highway Administration
TI  - HYPERFIX 65/70
PY  - 2004/03
VL  - 67
IS  - 5
SP  - p. 2-6
AB  - On May 26, 2003, the Indiana Department of Transportation (INDOT) planned to shut down the combined sections of Interstate 65/70 (I-65/70) in downtown Indianapolis for 85 days for much needed rehabilitation. The 5.6 km-long project, known as "Hyperfix 65/70, would rehabilitate 33 bridge decks and about 56 lane-km of concrete pavement. It would also add capacity with additional travel and merge lanes. This article describes how, by employing meticulous planning and cooperation among government agencies, the news media, the traveling public, and contractors, highly anticipated traffic jams were minimized and made manageable.
KW  - Bridge decks
KW  - Central business districts
KW  - Highway bridges
KW  - Highway maintenance
KW  - Indiana Department of Transportation
KW  - Indianapolis (Indiana)
KW  - Interstate highways
KW  - Rehabilitation (Maintenance)
KW  - State departments of transportation
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/publicroads/04mar/01.cfm
UR  - https://trid.trb.org/view/703799
ER  - 

TY  - RPRT
AN  - 00974816
AU  - Germaine, S S
AU  - Consentino, B L
AU  - Washington Department of Fish and Wildlife
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - SCREENING MODEL FOR DETERMINING THE LIKELIHOOD OF SITE OCCUPANCY BY OREGON SPOTTED FROGS (RANA PRETIOSA) IN WASHINGTON STATE
PY  - 2004/03
SP  - 33 p.
AB  - The Oregon Spotted Frog is currently a federal candidate for listing under the Endangered Species Act.  The report provides a habitat screening model that biologists in Washington State can apply in the field to determine whether wetlands contain suitable habitat for the Oregon Spotted Frog.  In the event that this species is listed, the application of the model will facilitate a more streamlined consultation process for transportation projects.
KW  - Endangered species
KW  - Evaluation and assessment
KW  - Frogs (Amphibians)
KW  - Habitat (Ecology)
KW  - Washington (State)
KW  - Wetlands
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/585.1.pdf
UR  - https://trid.trb.org/view/698229
ER  - 

TY  - RPRT
AN  - 00974809
AU  - Battey, R L
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - CONSTRUCTION, TESTING AND PRELIMINARY PERFORMANCE REPORT ON THE RESIN MODIFIED PAVEMENT DEMONSTRATION PROJECT
PY  - 2004/03
SP  - 35 p.
AB  - In the summer of 1996, the Mississippi Department of Transportation (MDOT) initiated a field trial (MDOT State Study No. 111) and a laboratory study (MDOT State Study No. 123) to evaluate the use of polymer modified asphalts in hot mix asphalt pavements.  In the field trial, nine experimental sections were compared.  Eight of the sections contain different polymer modification, including four styrene-butadiene copolymers, one polyethylene, two crumb rubbers, and a gelled asphalt.  A ninth section containing no modifiers serves as the control section for the experiment.  This experiment was constructed on a section of Interstate 55 Northbound near Grenada, Mississippi that is subjected to approximately one million Equivalent Single Axle Loads (ESALs) per year.  Each section is one half mile in length and is separated from the next section by a one half mile long non-modified section.  Contained within this report is the summary of activities related to MDOT State Study No. 141, which examines the long-term performance of the nine sections.  As part of State Study No. 141, an effort has been made to characterize the performance of each of the sections by utilizing MDOT's Pavement Condition Rating (PCR) which was developed in conjunction with MDOT's Pavement Management System.
KW  - Asphalt pavements
KW  - Crumb rubber
KW  - Demonstration projects
KW  - Gelled asphalt
KW  - Grenada (Mississippi)
KW  - Hot mix asphalt
KW  - Interstate highways
KW  - Pavement management systems
KW  - Pavement performance
KW  - Polyethylene
KW  - Polymer asphalt
KW  - Styrene butadiene copolymers
KW  - Test sections
UR  - http://ntl.bts.gov/lib/44000/44500/44547/State_Study_141_-_Performance_of_Polymer_Modified_Hot_Mix_Asphalt_Pavements_Extended_Evaluation.pdf
UR  - https://trid.trb.org/view/698222
ER  - 

TY  - RPRT
AN  - 00974811
AU  - Maerz, N H
AU  - Youssef, A
AU  - University of Missouri, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF A HIGHWAY ROCK CUT RATING SYSTEM (MORFH RS) FOR MISSOURI HIGHWAYS
PY  - 2004/03
SP  - 231 p.
AB  - The Missouri Rock Fall Hazard Rating System (MORFH RS) is a new scheme for rating of rock fall hazards along the roads of the Missouri State Highway System.  Existing rock fall hazard rating systems used in other States focus on the risk of failure and ignore the consequence of failure, or they lump the ratings for risk and consequence together.  In MORFH RS, risk and consequence factors are given equal weight and isolated from each other.  The ratings for the categories that relate to risk or consequence are easy to determine and are more objective. The risk-consequence rating system can be used by the Missouri Department of Transportation to cost effectively determine the need and priority of remediation, and help facilitate the design of maintenance on rock cuts in order to provide for the safety and convenience of the motoring public by reducing the risk and consequence of falling and fallen rock to life and property.
KW  - Excavations
KW  - Hazards
KW  - Maintenance
KW  - Missouri
KW  - Ratings
KW  - Risk assessment
KW  - Rock slopes
KW  - Rockfalls
KW  - Slope stability
UR  - http://library.modot.mo.gov/RDT/reports/Ri02046/RDT04009.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56084/RDT04009.PDF
UR  - https://trid.trb.org/view/698224
ER  - 

TY  - RPRT
AN  - 00974807
AU  - Zhang, Y
AU  - Bruce, L M
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - AUTOMATED ACCIDENT DETECTION AT INTERSECTIONS
PY  - 2004/03
SP  - 66 p.
AB  - This research aims to provide a timely and accurate accident detection method at intersections, which is very important for the Traffic Management System.  This research uses acoustic signals to detect accidents at intersections.  A system is constructed that can be operated in two modes:  two-class and multi-class.  The input to the system is a three-second segment of audio signal.  The output of the two-class mode is a label of "crash" or "non-crash".  In the multi-class mode of operation, the system identifies crashes as well as several types of non-crash incidents, including normal traffic and construction sounds.  The system is composed of three main signal processing stages:  feature extraction, feature reduction, and feature classification.  Five methods of feature extraction are investigated and compared; these are based on the discrete wavelet transform, fast Fourier transform, discrete cosine transform, real cepstral transform, and mel frequency cepstral transform.  Statistical methods are used for feature optimization and classification.  Three types of classifiers are investigated and compared:  the nearest mean, maximum likelihood, and nearest neighbor methods.  This study focuses on the detection algorithm development.  Lab testing of the algorithm showed that the selected algorithm can detect intersection accidents with very high accuracy.
KW  - Accuracy
KW  - Acoustic signal processing
KW  - Algorithms
KW  - Automation
KW  - Detection and identification
KW  - Intersections
KW  - Laboratory tests
KW  - Sound
KW  - Traffic crashes
KW  - Transforms (Integral operators)
UR  - http://ntl.bts.gov/lib/44000/44500/44551/State_Study_150_-_Automated_Accident_Detection_At_Intersections.pdf
UR  - https://trid.trb.org/view/698220
ER  - 

TY  - RPRT
AN  - 00974303
AU  - Niemeier, D A
AU  - Shafizadeh, K
AU  - D.A. Niemeier
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - AIR QUALITY ANALYSIS OF MDT TRANSPORTATION IMPROVEMENTS: COST-EFFECTIVENESS ANALYSIS OF THE MACI PROGRAM
PY  - 2004/03
SP  - 78 p.
AB  - Under the Transportation Equity Act for the 21st Century (TEA-21), part of Montana's Congestion Mitigation and Air Quality (CMAQ) apportionment is dedicated to Missoula and at the direction of the Montana Transportation Commission, the Montana Department of Transportation (MDT) directs the remainder of the CMAQ apportionment to areas in nonattainment status that were previously ineligible for CMAQ funds to proactively address air quality and automobile congestion problems through the Montana Air and Congestion Initiative (MACI) program.  The purpose of this project was to assess the cost-effectiveness of projects funded to date through the MACI/CMAQ program.  To establish a common framework for comparing different projects, total costs and estimated emissions were converted to annualized estimates and project costs were amortized over the project life using a discount rate.  Annualized costs for the PM10 projects ranged from $15,581 to nearly $1.8 m.  The most cost-effective projects tended to be paving projects and projects associated with purchasing air quality equipment with traffic flow projects the next most cost-effective.  Transit projects and bicycle-pedestrian projects tend to be least cost-effective relative to others that have been funded through the MACI/CMAQ program.  Annualized costs for the CO projects ranged from $14,185 to nearly $1.8 m.  The most cost-effective CO reduction projects tended to be traffic flow projects and transit projects tended to be least cost-effective relative to others that have been funded through the MACI/CMAQ program.
KW  - Air quality
KW  - Carbon monoxide
KW  - Cost effectiveness
KW  - Improvements
KW  - Montana
KW  - Nonattainment areas
KW  - Particulates
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Transportation Equity Act for the 21st Century
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/cmaq/final_report_04.pdf
UR  - https://trid.trb.org/view/698066
ER  - 

TY  - RPRT
AN  - 00974268
AU  - Molinas, A
AU  - Bailey, W
AU  - Hydrau-Tech, Incorporated
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - MURPHY CREEK FLOOD AND SCOUR STUDY
PY  - 2004/03
SP  - 62 p.
AB  - A large flood occurred on Murphy Creek, in Wyoming, on August 27, 2002.  Using the 1987 U.S. Geological Survey regression equations, the 100-year flood for the study site was estimated by the Wyoming Department of Transportation (WYDOT) to be 6,750 cfs, and the 500-year flood was computed to be 14,000 cfs.  An approximation of this large flood discharge at Murphy Creek by WYDOT using a depth of 27 ft indicated a discharge of approximately 20,000 cfs, well in excess of the 500-year frequency.  Water surface profiles were computed for discharges of 3,420, 6,750, 14,000, and 20,000 cfs.  These profiles indicated that the flow passes through critical depth and a large drop in the energy grade line occurs from the downstream face of the downstream bridge.  The large drop in energy at the exit section is indicative of the potential erosion power at the downstream side of the bridges.  Abutment scour equations are based on the approach flow conditions at the upstream face of the bridge; they do not effectively estimate scour of the abutment at the downstream expansion that occurs under choking conditions.  Appreciable amount of energy losses due to contractions can be encountered for flows under choking conditions.  A limit opening ratio equation was derived from the principles of energy conservation and continuity and accounts for the critical flow conditions in the contraction and the energy losses caused by severe contractions.  The energy loss coefficients are developed based on a total of 186 sets of choking experiments.  Using computer modeling, the WYDOT Bridge Program will use the results of this research in predicting the limits of anticipated scour and the design of scour countermeasures at sites having complex hydraulic conditions such as those at Murphy Creek.
KW  - Bridge abutments
KW  - Computer models
KW  - Countermeasures
KW  - Critical flow
KW  - Dissipation
KW  - Downstream face (Bridges)
KW  - Equations
KW  - Flood discharge
KW  - Floods
KW  - Mathematical prediction
KW  - Scour
KW  - Water surface profiles
KW  - Wyoming
UR  - https://trid.trb.org/view/698031
ER  - 

TY  - RPRT
AN  - 00974270
AU  - Foresman, K R
AU  - University of Montana, Missoula
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - THE EFFECTS OF HIGHWAYS ON FRAGMENTATION OF SMALL MAMMAL POPULATIONS AND MODIFICATIONS OF CROSSING STRUCTURES TO MITIGATE SUCH IMPACTS
PY  - 2004/03
SP  - 45 p.
AB  - Highway 93 south from Missoula to the Idaho border is currently being widened from 2 lanes to 4.  This construction project has incorporated the use of small diameter, drainage culverts fitted with animal shelving in an attempt to mitigate for habitat fragmentation and loss of animal population continuity.  The present research was conducted to determine the effectiveness of such shelving and to modify the design, where necessary, so that the widest variety of species could be served.  Three 1.2 m diameter steel corrugated culverts were fitted with shelving and 3 additional culverts adjacent to these, without shelving, were chosen to serve as controls.  Over the period November 1, 2001 to January 31, 2004 remote sensing 35 mm cameras, placed in each culvert, recorded animal activity.  Water levels within culverts were measured on a weekly basis and environmental variables (temperature, light, and humidity levels) were recorded adjacent to these culverts at 10 minute intervals.  Relative abundance of small mammal species adjacent to the entrances of each culvert were determined through use of live-trap transects.  Over 4,500 photographs and 8,100 events of animal activity (movement past detectors) were recorded documenting culvert use by 14 different mammal species.  In general, the amount of use by a species reflected its relative abundance adjacent to the culvert.  When water was present in the control culverts, animal use was greatly limited, if not completely prohibited.  Using photographs which illustrated the behavior of animals while using shelving, modifications were made to increase the effectiveness of the shelf surface and entrance ramp.  Following modifications, shelving allowed for continued use of culverts even when water was present.  Fourteen species of mammal were observed to use the shelves.  Animal movement patterns were highly seasonal reflecting responses to cold temperatures, standing water levels which prohibited access to culverts (and shelving ramps), and species behavioral differences.  Vegetative cover at culvert entrances greatly influenced culvert use; protective cover was required in order for most species to move to the culverts.  Meadow voles did not use culverts until a protected tube was provided which could be accessed without having to leave the surrounding vegetation.  There was no strong correlation between traffic volumes and animal activity. However, most species at these locations were nocturnal and thus their movements occurred at night when traffic was light. Animal use of larger culverts with, and without, animal shelves was also studied.  Recommendations for shelf use and for modifications of other culvert types is provided.
KW  - Animal behavior
KW  - Corrugated metal culverts
KW  - Culvert shelving
KW  - Habitat (Ecology)
KW  - Mammals
KW  - Mitigation measures (Ecology)
KW  - Montana
KW  - Openings
KW  - Pavement widening
KW  - Photographs
KW  - Remote sensing
KW  - Small mammals
KW  - Vegetation
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/animal_use/phaseII/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/env/animal_use.shtml
UR  - https://trid.trb.org/view/698033
ER  - 

TY  - RPRT
AN  - 00974225
AU  - Crouch, L K
AU  - Borden, T A
AU  - Dunn, T R
AU  - Badoe, D
AU  - Huo, X S
AU  - Tennessee Technological University, Cookeville
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF NEW PCC MATURITY TECHNOLOGY
PY  - 2004/03
SP  - 166 p.
AB  - The objective of the project was to evaluate the ability of the new maturity technology to predict compressive strength development of Tennessee portland cement concrete (PCC) pavements.  Two field investigations (at I-65 Nashville and I-75 Chattanooga) were conducted to determine the accuracy of the maturity compressive strength predictions.  At each location, two maturity-compressive strength correlations were generated using actual field mixtures, and twelve verifications were conducted using a maturity logger embedded in the pavement.  For each verification, several types of PCC strength were measured at different times and compared to maturity predictions.  The average maturity predicted compressive strengths for 4x8 cores and 6x12 field-cured cylinders (the best measures of in-place PCC pavement strength) were in the range of 91.75% to 100.48% of the average measured values for I-65 Nashville and in the range of 89.54% to 112.10% of the average measured values for I-75 Chattanooga.  Maturity prediction accuracy was found to be sensitive to PCC batch-to-batch variability.  However, the Modified AASHTO T 276-97 Method is an effective protection from opening PCC pavement to traffic with sub-standard compressive strength.  The new maturity method is capable of providing more relevant information on PCC curing progress than lab-cured PCC cylinders.  The information can be provided more frequently and more conveniently compared to lab-cured or field-cured PCC cylinders.  Lab-cured cylinders represent potential compressive strength at standard curing temperature, not the compressive strength of the PCC pavement which has experienced different curing conditions.  Further, the new maturity technology appears to be robust and reliable enough for field use by the Tennessee Department of Transportation (TDOT).  A laboratory experiment, using 120 (4 groups of 30 each) 6x12 cylinders cured at different temperatures, was also used to validate the maturity concept.  The difference between compressive strengths of 6x12 cylinders lab-cured at the same maturity index for curing temperatures between 7 and 32 deg C (45 and 90 deg F) is in the range of 3.8% to 12.5% for maturity indices of 2400 deg C-hours or more.  At lower maturity indices the compressive strength difference in percent was much greater.  The research team recommends that TDOT consider using the new maturity technology experimentally on large projects (projects requiring more than 30 batches of the same PCC mixture design).  Modified versions of AASHTO Test Methods TP 52-95 and T 276-97 (for use with the new maturity technology) are included in the appendices for guidance.  Finally, in situations where the new maturity technology is not appropriate, the research team recommends that 6x12 field-cured cylinders be used to determine when to open a new PCC pavement to traffic.
KW  - Accuracy
KW  - Compressive strength
KW  - Concrete curing
KW  - Concrete maturity predictions
KW  - Concrete pavements
KW  - Cores (Specimens)
KW  - Field tests
KW  - Field-cured cylinders
KW  - Portland cement concrete
KW  - Temperature
KW  - Validation
UR  - http://www.tdot.state.tn.us/longrange/reports/Res-1229.pdf
UR  - https://trid.trb.org/view/697994
ER  - 

TY  - RPRT
AN  - 00974210
AU  - Polzin, S E
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - THE RELATIONSHIP BETWEEN LAND USE, URBAN FORM AND VEHICLE MILES OF TRAVEL: THE STATE OF KNOWLEDGE AND IMPLICATIONS FOR TRANSPORTATION PLANNING
PY  - 2004/03
SP  - 28 p.
AB  - This white paper provides a review of the literature and a synthesis of findings regarding the relationship between land use and urban form and the vehicle miles of travel by persons. The paper begins with a conceptual outline of the transportation-land use relationship.  It synthesizes a broad review of the literature and explores various aspects of the state of knowledge regarding the transportation-land use relationship.  Various perspectives and motivations, analytical methods, variables for measurement, and urban scale focuses are discussed in the paper.  An overview of research findings categorized by geographic scale ranging from site level, to neighborhood level, to urban area level is provided.  Policy implications are provided and a concluding section offers observations on how the available knowledge can be used in decision-making.
KW  - Decision making
KW  - Land use
KW  - Literature reviews
KW  - Smart growth
KW  - Syntheses
KW  - Transportation planning
KW  - Urban design
KW  - Urban form
KW  - Vehicle miles of travel
UR  - http://www.cutr.usf.edu/pubs/Trans-LU%20White%20Paper%20Final.pdf
UR  - https://trid.trb.org/view/697979
ER  - 

TY  - RPRT
AN  - 00974198
AU  - Shahrooz, B M
AU  - Pack, J R
AU  - Baseheart, T M
AU  - Rieser, L A
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - ENVIRONMENTAL DURABILITY EVALUATION OF EXTERNALLY BONDED COMPOSITES
PY  - 2004/03
SP  - 300 p.
AB  - The durability of three types of fiber-reinforced polymer (FRP) composites used for strengthening of concrete structures was evaluated.  The materials were (1) carbon FRP (CFRP) plate, CFRP fabric, and glass FRP (GFRP) fabric.  The influence of a number of conditions commonly encountered in civil infrastructure on strength and other critical properties of the material and bond to substrate concrete was evaluated.  In particular, the following exposures, with durations up to 10,000 hours, were considered:  (a) 100% humidity, (b) alkalinity, (c) salt water, (d) dry heat, (e) freeze/thaw cycling, (f) vehicle fuel, and (g) UV radiation.  Potential deterioration of material and bond properties as a result of these conditions was established by comparing the properties of the unconditioned and conditioned samples.  The test specimens consisted of 507 material samples, 168 bond specimens, and 16 2.44-m long reinforced concrete beams.  Reinforced concrete beams strengthened with the three materials were exposed to a combined treatment of freeze/thaw cycling and UV radiation, and tested in flexure.  The CFRP plate tensile specimens experienced an increase in strength from the benefits of a post-curing period and at the same time experienced a decrease in thickness.  The decrease in thickness was most likely due to chemical degradation of the resin matrix, and/or as a result of post-curing.  The CFRP fabric experienced a post-curing period for a much shorter duration than the plate. The bond specimens exposed to elevated temperatures, moisture, and chemical solutions suffered an apparent trend of deterioration along the bond line, which progressed into material failure for specimens exposed for longer durations. The GFRP fabric bond specimens followed a trend similar to the CFRP fabric specimens when exposed to moisture and chemical solutions.  The rate of deterioration due to the chemical attack of alkalinity was much faster than the attack due to salt water. The beams strengthened by the GFRP fabric were the only beams impacted by the conditioning.  The treatment resulted in fiber surface pitting and, based on the observed failure modes, increased brittleness of the material.
KW  - Alkalinity
KW  - Beams
KW  - Bond strength (Materials)
KW  - Carbon fibers
KW  - Composite materials
KW  - Deterioration
KW  - Durability
KW  - Fabrics
KW  - Fiber reinforced plastics
KW  - Freeze thaw durability
KW  - Fuels
KW  - Glass fiber reinforced plastics
KW  - Heat
KW  - Humidity
KW  - Plates (Engineering)
KW  - Reinforced concrete
KW  - Retrofitting
KW  - Samples
KW  - Seawater
KW  - Specimens
KW  - Strength of materials
KW  - Strengthening (Maintenance)
KW  - Ultraviolet radiation
UR  - http://www.dot.state.oh.us/research/2004/Structures/14755-FR.pdf
UR  - https://trid.trb.org/view/697967
ER  - 

TY  - RPRT
AN  - 00974183
AU  - Adeli, H
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - AN INTELLIGENT DECISION SUPPORT SYSTEM FOR WORK ZONE TRAFFIC MANAGEMENT AND PLANNING
PY  - 2004/03
SP  - 244 p.
AB  - Periodic resurfacing, rehabilitation, restoration, and reconstruction work is needed on the aging highway system to maintain a desired level of service for the traveling public. However, temporary work zones on highways disrupt the normal flow of traffic and reduce the level of service.  Freeway work zones have become a major source of traffic congestion and travelers' delays which result in reduced freeway capacity, increased driver frustration, increased traffic accidents, increased road user delay cost, and increased fuel consumption and vehicle emissions.  In this research, scientific models have been created for estimation of the work zone capacity for the first time.  A case-based reasoning (CBR) model has been created for freeway work zone traffic management considering work zone layout, traffic demand, work characteristics, traffic control measures, and mobility impacts.  A freeway work zone traffic delay and cost optimization model has been developed in terms of the length of the work zone segment and the starting time of the work zone using average hourly traffic data.  An adaptive computational model has been created for estimating the work zone capacity and queue length and delay.  A neuro-fuzzy logic model has been developed for estimation of the freeway work zone capacity taking into account 17 different factors impacting the work zone capacity.  An object-oriented model has been developed for freeway work zone capacity and queue delay and length estimation.  The model has been implemented into an interactive software system, called IntelliZone.  IntelliZone's capacity estimation engine is based on pattern recognition and neural network models incorporating a large number of factors impacting the work zone capacity.  This research provides the foundation for a new generation of advanced decision support systems for effective management of traffic at work zones.  The extensive parametric study of main factors impacting the work zone capacity provides quantitative and objective results of value to work zone engineers and highway agencies when creating traffic management plans for work zones.
KW  - Case based reasoning
KW  - Costs
KW  - Decision support systems
KW  - Freeways
KW  - Fuzzy logic
KW  - Highway capacity
KW  - Neural networks
KW  - Object oriented programming
KW  - Optimization
KW  - Pattern recognition systems
KW  - Traffic delays
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2004/Traffic/14757-FR.pdf
UR  - https://trid.trb.org/view/697954
ER  - 

TY  - RPRT
AN  - 00974155
AU  - Alampalli, S
AU  - Schongar, G
AU  - Greenberg, H
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - IN-SERVICE PERFORMANCE OF AN FRP SUPERSTRUCTURE
PY  - 2004/03
SP  - 38 p.
AB  - The first fiber reinforced polymer (FRP) composite bridge superstructure in New York State was installed in late 1998. These materials are new to bridge applications, therefore no data exists on their in-service performance.  A detailed test program of periodic testing and visual inspections was used to monitor its in-service performance, characterize its dynamic properties, and obtain data to calibrate theoretical analyses. This report documents the test program and summarizes the results.  The test data indicate that the superstructure is structurally performing well.  Several delaminations were found during visual inspections and the wearing surface was replaced once.  For future applicability of these materials for such applications, those issues affecting the long-term durability of FRP bridge decks should be resolved.
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Delamination
KW  - Durability
KW  - Fiber reinforced plastics
KW  - Inspection
KW  - Monitoring
KW  - New York (State)
KW  - Performance
KW  - Testing
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr141.pdf
UR  - https://trid.trb.org/view/697929
ER  - 

TY  - RPRT
AN  - 00972241
AU  - Cousins, T E
AU  - Lesko, J J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - PLATE AND TUBE BRIDGE DECK EVALUATION IN THE DECK TEST BED OF THE TROUTVILLE, VIRGINIA WEIGH STATION
PY  - 2004/03
SP  - 22 p.
AB  - This report addresses the laboratory and field performance of multi-cellular fiber-reinforced polymer (FRP) composite bridge deck systems.  The authors focus specifically on FRP decks produced from adhesively bonded pultrusions where the core of the deck possesses a square geometry running transversely to traffic.  In laboratory tests, two schemes of loading patches were designed:  a steel patch dimensioned according to the American Association of State Highway and Transportation Officials (AASHTO) Bridge Design Specifications, and a simulated tire patch constructed from an actual truck tire reinforced with silicon rubber.  The stiffness, strength, and failure characteristics of the cellular FRP decks were examined using both loading patches.  The research shows that the effects of the stiffness and contact conditions of loading patches are significant.  The simulated tire loading develops greater deflections given the same static load.  The failure mode is localized and dominated by transverse bending failure of the composites under the simulated tire loading as compared to punching shear for the AASHTO recommended patch load.  A field testing facility was designed and constructed in which FRP decks were installed, tested, and monitored to study the decks' in-service field performance.  No significant loss of deck capacity was observed after field service.  However, the long-term field monitoring and testing results showed that the unsupported edges (or free edges) are undesirable.
KW  - Bridge decks
KW  - Composite materials
KW  - Deflection
KW  - Failure
KW  - Fiber reinforced plastics
KW  - Field tests
KW  - Laboratory tests
KW  - Loading patches
KW  - Performance
KW  - Silicon
KW  - Static loads
KW  - Steel
KW  - Stiffness
KW  - Strength of materials
KW  - Tires
KW  - Troutville (Virginia)
KW  - Weigh stations
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr12.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37174/04-cr12.pdf
UR  - https://trid.trb.org/view/697074
ER  - 

TY  - RPRT
AN  - 00972243
AU  - Lakkundi, V R
AU  - PARK, B
AU  - Garber, N J
AU  - Fontaine, M D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF LEFT-TURN LANE GUIDELINES FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS
PY  - 2004/03
SP  - 73 p.
AB  - It is generally accepted that the level of service (LOS) at intersections significantly affects the overall LOS of the road system.  It is also known that the LOS at an intersection can be adversely affected by frequently allowing left-turning vehicles to block through traffic.  In addition, crash rates tend to be higher at intersections than on through sections of a road.  The separation of left-turning vehicles from through traffic is therefore an important condition for the safe and effective operation of intersections.  Existing guidelines for installing left-turn lanes have several limitations.  They are mainly based on the traffic volumes at the intersection, and they use deterministic models with fixed gap acceptance and/or left-turn maneuver times.  In addition, the guidelines for left-turn lanes for unsignalized intersections and signalized intersections must be specific for the type of intersection.  In this study, new left-turn guidelines for both unsignalized and signalized intersections were developed on the basis of well-validated event-based simulation programs.  Guidelines for unsignalized intersections were based on the percentage of left turns blocking through vehicles, whereas the guidelines for signalized intersections were developed using a minimum left-turn volume of either 85% left-turn capacity or LOS E delay (55 seconds/vehicle).  In addition to the general guidelines, a prioritization tool that can be used to prioritize candidate intersections was developed.  The prioritization tool accounts for both operational and safety aspects.
KW  - Guidelines
KW  - Left turn lanes
KW  - Level of service
KW  - Signalized intersections
KW  - Strategic planning
KW  - Traffic safety
KW  - Unsignalized intersections
UR  - http://cts.virginia.edu/docs/UVACTS-5-14-69.pdf
UR  - http://www.mautc.psu.edu/docs/UVA-2002-07.pdf
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r11.pdf
UR  - https://trid.trb.org/view/697076
ER  - 

TY  - RPRT
AN  - 00972245
AU  - Howe, R W
AU  - Gillespie, J S
AU  - Matteo, J A
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - A STUDY OF THE PROPOSED VIRGINIA RAIL TRANSPORTATION DEVELOPMENT AUTHORITY
PY  - 2004/03
SP  - 143 p.
AB  - Virginia Senate Bill 1279 (2003) calls for the creation of the Virginia Rail Transportation Development Authority.  The purpose of this authority is "to finance or assist in the financing of the construction, repair, renovation, restoration, acquisition, and extension of rail lines, equipment, and facilities in the Commonwealth, including rolling stock, shops, terminals, bridges, tunnels, and any other passenger rail or freight rail facilities, equipment or infrastructure, upon a determination by the Authority that such action is in the public interest." Virginia Senate Joint Resolution 354 provided the argument for creating the new rail authority:  (1) appropriate investments in railroad infrastructure will divert passenger and freight traffic from the highways to the railroads; (2) this will reduce the need for highway maintenance and construction, and it will reduce congestion, promote safety, and make it possible to avoid significant air and water pollution; (3) the railroads in Virginia do not have the financial resources to make the needed investments; thus, (4) a new rail authority is needed to finance or assist in the financing of the needed investments.  The authors investigated rail authorities in other states in hopes of finding a model for the new rail authority.  This survey did not provide any straightforward and unambiguous model for the "appropriate" structures and powers of the new authority.  An examination of the Virginia Port Authority proved to be illuminating.  It seems reasonable to attribute a significant part of the Virginia Port Authority's success to its "independence" from state government.  Its "independence" allows it to function as a business with little interference from state government.  The authors examined three options for satisfying the needs that were to be fulfilled by creating the new authority:  (1) create an independent rail authority, (2) create a new rail agency within the government, or (3) provide the powers needed (such as bonding) to a rail agency that already exists: the Department of Rail and Public Transportation.  A range of financial options that could be used by the new authority to mobilize additional capital for investment in rail is discussed.  The authors also discuss the different ways that an authority could involve itself in the rail transport sector. Finally, the report addresses the question whether the new rail authority would violate the Constitution of Virginia. The authors argue that the chances (with some caveats) of withstanding a constitutional challenge are good.
KW  - Financing
KW  - Freight and passenger services
KW  - Infrastructure
KW  - Investments
KW  - Legal factors
KW  - Rail authorities
KW  - Railroad bridges
KW  - Railroad facilities
KW  - Railroad transportation
KW  - Railroad tunnels
KW  - Railroads
KW  - Virginia
KW  - Virginia Rail Transportation Development Authority
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r16.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37180/04-r16.pdf
UR  - https://trid.trb.org/view/697078
ER  - 

TY  - RPRT
AN  - 00972242
AU  - Widjaja, M A
AU  - Roberts-Wollmann, C L
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - INFLUENCE OF THE NEW LRFD SEISMIC GUIDELINES ON THE DESIGN OF BRIDGES IN VIRGINIA
PY  - 2004/03
SP  - 77 p.
AB  - The Virginia Department of Transportation is currently using the American Association of State Highway and Transportation Officials (AASHTO) "Standard Specifications for Highway Bridges," with some modifications, for its seismic highway bridge design.  In April 2001, the "Recommended LRFD Guidelines for the Seismic Design of Highway Bridges" was published.  The influence of the LRFD Guidelines on Virginia bridges was investigated by analyzing two existing bridges.  The first bridge has prestressed concrete girders and is located in the Richmond area.  The second bridge has steel girders and is located in the Bristol area.  Both bridges were two-span overpass structures with integral abutments.  The bridges were analyzed using the methods prescribed in the guidelines.  Then, the combined effects of the dead, live, and earthquake loads were compared to the strengths of the columns and the pier caps. The details of the bridge designs were also checked against the corresponding seismic design requirement.  Results indicate that typical column spiral reinforcement is not adequate to satisfy the requirements of the new seismic guidelines.  For the bridge in the Richmond area, spiral reinforcement was increased from a No. 5 at a 5-in. pitch to a No. 5 at a 4-in. pitch.  For the bridge in Bristol, the increase was greater, from a No. 3 at a 10.5-in. pitch to a No. 5 at a 4-in. pitch.  In addition to the increase in spiral reinforcement, other details, such as beam-column joint reinforcing and splice locations, require modifications.  The calculated cost increases for the two bridges were 0.1% and 0.3%.  An associated parametric study explored the effects on substructure design of different column heights, superstructure lengths, and soil classifications in different parts of Virginia.  The study indicated that for bridges located on good soil (Class B), typical column longitudinal reinforcing ratios (~1.5%) provide adequate strength to resist seismic forces.  For bridges on poor soils (Class D) in regions of low to moderate seismic activity, column longitudinal reinforcing may need to be increased, particularly in bridges with short columns, long spans, and sliding bearings at the abutments.  For bridges on poor soils in regions of higher seismic risk (Southwestern Virginia), column sizes may need to be increased.  For columns designed as spiral columns, the increases in transverse column reinforcement will not be great, but for columns designed as tied columns, the increases will be significant.
KW  - Bridge design
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Columns
KW  - Costs
KW  - Design standards
KW  - Earthquake resistant design
KW  - Girder bridges
KW  - Guidelines
KW  - Highway bridges
KW  - Jointless bridges
KW  - Load and resistance factor design
KW  - Overpasses
KW  - Reinforcement (Engineering)
KW  - Soil types
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr17.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37175/04-cr17.pdf
UR  - https://trid.trb.org/view/697075
ER  - 

TY  - RPRT
AN  - 00972244
AU  - Donaldson, B M
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - HIGHWAY RUNOFF IN AREAS OF KARST TOPOGRAPHY
PY  - 2004/03
SP  - 21 p.
AB  - Karst terrain is characterized by sinkholes, depressions, caves, and underground drainage, generally underlain by soluble rocks such as limestone and dolomite.  Because natural filtration through soil is limited in karst areas, pollutants in highway stormwater runoff can directly infiltrate underground sources of drinking water and environments that are habitats for sensitive species.  Although the Virginia Department of Transportation (VDOT) has implemented guidelines for construction projects in karst areas to ameliorate this problem, there has been considerable activity at the state level in recent years concerning the protection of karst groundwater.  New regulations or requirements regarding karst area runoff could add significantly to VDOT's construction and maintenance activities. This report summarizes the research and regulations to position VDOT to manage karst topography issues appropriately.  Although more studies of karst groundwater contamination are needed, the literature does not currently support the need for more stringent regulatory controls than are already in place.
KW  - Caverns
KW  - Construction and maintenance
KW  - Drainage
KW  - Drinking water
KW  - Groundwater
KW  - Guidelines
KW  - Habitat (Ecology)
KW  - Karst
KW  - Pollutants
KW  - Regulations
KW  - Runoff
KW  - Sinkholes
KW  - Topography
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r13.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37178/04-r13.pdf
UR  - https://trid.trb.org/view/697077
ER  - 

TY  - RPRT
AN  - 00970453
AU  - Hake, P J
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - COMPARISON OF COMPRESSIVE STRENGTHS USING 4X8 VS. 6X12 CYLINDERS FOR PRESTRESS CONCRETE
PY  - 2004/03
SP  - 29 p.
AB  - The purpose of this investigation was to develop a correlation between 4 by 8-in. and 6 by 12-in. cylinders for the same mix design at the same age using Class A-1 concrete (prestress concrete).  With this correlation, prestress/precast companies can use smaller cylinders in prestress fabrication.  This paper presents laboratory test results from three different concrete mix designs.  The mixes differed mainly by the amount of cementitious material.  The research conducted should provide prestress/precast companies reliable compressive strength acceptance data to ensure the concrete has reached its appropriate strengths.
KW  - Compressive strength
KW  - Correlation analysis
KW  - Cylinder size
KW  - Laboratory tests
KW  - Mix design
KW  - Precast concrete
KW  - Prestressed concrete
UR  - http://library.modot.mo.gov/RDT/reports/Ri03038/RDT04005.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56082/RDT04005.PDF
UR  - https://trid.trb.org/view/696489
ER  - 

TY  - RPRT
AN  - 00982156
AU  - Schwinger, C M
AU  - Sapkota, V A
AU  - Bucher, Willis & Ratliff Corporation
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - IMPROVED TRAFFIC SIGNAL MAINTENANCE AND MANAGEMENT
PY  - 2004/02/20
SP  - 202 p.
AB  - In recent years, some cities in South Dakota have experienced an increased frequency of legal inquiries involving accidents at signalized intersections.  Currently, the South Dakota Department of Transportation (SDDOT) does not have a qualitative means to systematically track work that occurs on traffic signal systems or a reliable means to retain records of such work. SDDOT recognized the need to develop a reliable means to verify, track, review, and record an inventory of traffic signal maintenance along state routes, and to produce a set of improved signal maintenance and management procedures.  SDDOT through its Office of Research initiated a research study to formulate new policies, agreements, and procedural standards for effective management and maintenance of state highway traffic signals. The research project involved a workshop to provide local and national insight; a review of SSDOT's existing policies, agreements, and procedures; and surveys of maintenance and management practices, as well as computer system needs at other state departments of transportation with similar operational needs to South Dakota.  Using the information compiled in the research effort, the study team identified fourteen issues and formulated seven specific recommendations that include development of a maintenance inspection checklist, a final acceptance punchlist, revised maintenance agreements, a comprehensive policy and procedures for traffic signals on state highways, a traffic signal inventory and maintenance database, and updates to the existing standard specifications.  The study team also defined the system requirements, opinions of costs and system benefits, and implementation for a Traffic Signal Management and Maintenance System.
KW  - Computers
KW  - Inventory
KW  - Maintenance management
KW  - Policy
KW  - Procedures
KW  - Recommendations
KW  - Recordkeeping
KW  - South Dakota
KW  - State departments of transportation
KW  - Surveys
KW  - Traffic signals
UR  - http://www.sddot.com/business/research/projects/docs/SD2003_01_Final_report.pdf
UR  - https://trid.trb.org/view/743270
ER  - 

TY  - ABST
AN  - 01460821
TI  - Pavement Marking Materials and Markers: Safety Impact and Cost-Effectiveness
AB  - The objective of this project is to develop guidelines for use of pavement marking materials and markers based on their safety impact and cost-effectiveness. Within the scope of this project the terms "pavement marking materials and markers" and "pavement markings and markers" shall specifically refer to those now in common use, either singly or in combination, for longitudinal delineation on all classes of roadways.
KW  - Cost effectiveness
KW  - Highway safety
KW  - Marking materials
KW  - National Cooperative Highway Research Program
KW  - Pavements
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=454
UR  - https://trid.trb.org/view/1229039
ER  - 

TY  - RPRT
AN  - 01049502
AU  - Fishman, Kenneth L
AU  - McMahon and Mann Consulting Engineers, P.C.
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Phase I: Condition Assessment and Evaluation of Rock Reinforcement Along I-93, Barron Mountain Rock Cut, Woodstock, New Hampshire
PY  - 2004/02/18/Interim Report - Phase I
SP  - 21p
AB  - The Barron Mountain rock cut is located along the northbound lane of I-93 that was constructed in 1972 in Woodstock, NH. In response to a rockslide that occurred during construction, approximately 250 rock reinforcements consisting of grouted, high strength steel rods were installed along the 800 ft. long, 130 ft. high cut. The New Hampshire Department of Transportation (NHDOT) is concerned with the longevity of the system because more than half of the generally accepted 50-year design life has passed. The NHDOT engaged McMahon & Mann Consulting Engineers, P.C. (MMCE) to perform an initial condition assessment, estimate the remaining service-life of the rock reinforcement, and make recommendations for more detailed condition assessment and future monitoring including invasive testing. MMCE followed the recommended practice described in National Cooperative Highway Research Program (NCHRP) Report 477, “Recommended Practice for Evaluation of Metal-Tensioned Systems In Geotechnical Applications.” To evaluate the remaining service-life of rock anchors and rock bolts, environmental factors that may influence corrosion were assessed, and reinforcements were selected for nondestructive testing and condition assessment. Four nondestructive tests (NDT’s) were employed for condition assessment including measurement of half-cell potential, polarization current, impact and ultrasonic testing. Twenty-two rock bolts and twenty rock tendons were included in the sample population for NDT. Based on the analysis of weathered rock and groundwater samples obtained from the site, the corrosiveness of the subsurface environment is considered to be between average and corrosive. The estimated remaining service-life for rock bolts and tendons is 14 and 20 years, respectively. Results from NDT tend to support the service-life estimate. The condition assessment is based on results from the NDT and from visual observations made by MMCE during their fieldwork. The assessment includes judgment relative to loss of pre-stress, grout quality, the occurrence of corrosion, and apparent distress to the reinforcement cross section. In general, results indicate that tendon reinforcements are in better condition relative to rock bolt reinforcements. Results from NDT indicate that 30% of the rock bolts may have suffered a loss of pre-stress, 85% have “possibly” experienced corrosion, and 18% have apparent distress in terms of possible loss of cross section from corrosion, or a bend or kink along the bar from deformation of the rockmass. Rock bolts and tendons that have apparently suffered corrosion, or are possibly distressed, are primarily located in a distinctly identifiable area of the site near Station 1775+25. Summary of Condition Assessment at Barron Mountain: MMCE recommends that the results of NDT be verified by further, more invasive, testing on selected reinforcements; and that reinforcement condition continue to be monitored at regular ten year intervals. Verification of results from NDT should be performed as a second phase to this project. The proposal for Phase II of this research includes invasive testing of selected rock bolts and tendons to verify results from NDT and service-life estimates performed in Phase I. Proposed invasive testing includes lift-off tests; and physical, chemical and metallurgical testing on steel and grout samples retrieved from exhumed reinforcements. Replacement bolts must be installed prior to invasive testing of the reinforcements. MMCE recommends that testing included in Phase II focus mainly on rock bolts within the area of the site surrounding Station 1775+25.
KW  - Anchors (Structural connectors)
KW  - Barron Mountain
KW  - Chemical tests
KW  - Corrosion
KW  - Grout
KW  - Nondestructive tests
KW  - Prestressing
KW  - Reinforcement (Engineering)
KW  - Rock anchors
KW  - Rock reinforcement
KW  - Rockbolts
KW  - Rockslides
KW  - Service life
KW  - Steel
KW  - Tendons
KW  - Woodstock (New Hampshire)
UR  - https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/13733l_report1.pdf
UR  - https://trid.trb.org/view/807190
ER  - 

TY  - ABST
AN  - 01460460
TI  - Soil Investigation and Soil-Structure Interaction Modeling of the Kealakaha Bridge
AB  - FHWA is currently funding the seismic instrumentation of the Kealakaha Stream Bridge through a Hawaii Department of Transportation grant to University of Hawaii. This project includes purchase, placement and monitoring of various instrumentation systems on this new long-span post-tensioned box-girder bridge to be constructed starting in 2003. The Kealakaha Bridge will be the first major structure on the Island of Hawaii to be equipped with an extensive instrumentation system for monitoring response to future seismic events. The instrumentation will also be used to monitor structural response to ambient traffic, thermal effects, and long-term effects of creep and shrinkage. The seismic response of the bridge structure will be recorded during any earthquake event exceeding a predetermined ground acceleration threshold. This response will be compared with that obtained from finite element computer models of the structure. During ambient traffic conditions and for low intensity seismic events, the bridge structure and foundation system are expected to respond elastically. SAP2000 and ANSYS 3-D models have already been developed to predict the elastic response of the structure and foundation. During moderate to high intensity seismic events, both soil and structural systems are expected to respond in the nonlinear range. In order to effectively model this response, it is proposed that a cutting edge software code, OpenSees, currently under development by researchers at the Pacific Earthquake Engineering Research Center (PEER), be used to model the bridge and surrounding soil. In order to provide the necessary hysteretic material properties for this non-linear analysis, additional soil material properties are required. The original geotechnical investigation performed prior to the bridge design collected only limited static material properties. No data are available regarding the dynamic soil properties or the large deformation nonlinear response of the soil. The first year of this proposal includes a detailed soils investigation involving both in-situ and laboratory tests of dynamic and nonlinear soil properties. The second year of the program will use OpenSees or other suitable software codes to develop a three-dimensional nonlinear model of the soil-structure system for use in future evaluation of seismic response.
KW  - Box girder bridges
KW  - Finite element method
KW  - Monitoring
KW  - Research projects
KW  - Seismic response
KW  - Seismicity
KW  - Soil structure
KW  - Soil structure interaction
UR  - https://trid.trb.org/view/1228677
ER  - 

TY  - ABST
AN  - 01557237
TI  - Research for the AASHTO Standing Committee on Planning. Task 46. Synthesis of Where Data Groups are Organizationally Located in State DOTs
AB  - Accurate and timely data are needed to assist in making effective decisions. The location of the group responsible for data in the state departments of transportation (DOT) organization and the activities it performs greatly influences how effective the DOT is in making decisions. This synthesis should determine how (DOTs) organize their data groups and the activities they perform to optimize resources and data utility.  The objective of this study is to summarize and assess where data groups are located in state DOT organizations and their functions, their purposes, and their performance.
KW  - Data collection
KW  - Decision making
KW  - Information systems
KW  - National Cooperative Highway Research Program
KW  - Organizations
KW  - Planning
KW  - Research projects
KW  - State departments of transportation
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1260
UR  - https://trid.trb.org/view/1346897
ER  - 

TY  - RPRT
AN  - 00975833
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - IMPROVEMENT OF U.S. 30 IN MARSHALL AND TAMA COUNTIES, IOWA DOT PROJECT NUMBER NHS-30-5(116)--19-64, FINAL SECTION 4(F) STATEMENT
PY  - 2004/02/16
SP  - 156 p.
AB  - The action discussed in this Final Section 4(f) Statement consists of upgrading U.S. Highway 30 from near Shady Oaks Road east of Marshalltown, in Marshall County, east 17.5 miles to near "M" Avenue, east of Tama, in Tama County.  A four-lane, divided section is proposed.  A north bypass of LeGrand and realignment of U.S. 30 off the existing alignment through the Toledo/Tama area are included as part of this overall project. The Environmental Assessment was made available to the public for comment on March 8, 1994, followed by Location Public Hearings on May 10 and 11, 1994.  A Finding of No Significant Impact (FONSI) was signed by the Federal Highway Administration on December 13, 1994.  Subsequent to the completion of the location and environmental studies, preliminary design work was initiated for the proposed U.S. 30 project.  At that time, it was determined that the preferred alternative would result in adverse impacts to two historic building properties.  Both structures are considered eligible for inclusion on the National Register of Historic Places.  In addition, three archaeology sites would be adversely affected.  Included in this document are the following sections:  (1.0) Proposed Action and Background; (2.0) Section 4(f) Properties; (3.0) Impacts on the Section 4(f) Properties; (4.0) Avoidance Measures; (5.0) Measures to Minimize Harm; (6.0) Coordination; and (7.0) Conclusion.
KW  - Alignment
KW  - Bypasses
KW  - Environmental impact analysis
KW  - Highways
KW  - Historic sites
KW  - Improvements
KW  - Iowa
UR  - https://trid.trb.org/view/702615
ER  - 

TY  - ABST
AN  - 01463118
TI  - Multiple-Objective Optimization for Bridge Management Systems
AB  - Currently available bridge management system (BMS) tools compute an optimal solution based on the objective of least long-term cost. Bridge managers are finding that their constituents require bridge conditions to be substantially better than a least long-term cost solution would provide. Research is needed to develop a multiple-objective optimization model.  Two distinct BMS models are needed: a network-optimization model and a bridge-level model. The network model will provide a decision-making tool that optimizes bridge actions for multiple performance criteria. These performance criteria could be cost, condition, risk, Highway Bridge Replacement and Rehabilitation (HBRR) program eligibility, Bridge Health Index, or others. The bridge-level model will evaluate the effect of bridge action alternatives on life-cycle cost and other performance criteria for the purpose of selecting projects that are consistent with the network goals. Both models will use the AASHTO BridgeWare database supplemented with additional data as needed. Commonly Recognized (CoRe) Elements data shall be used for condition assessments. The bridge-level model should consider recommendations from the network-level model. In addition, the network model should be capable of considering projects selected within the bridge-level model. Nevertheless, these models should be capable of operating independently. Both models should explicitly consider the inherent uncertainties of estimated costs and outcomes.  The objectives of this project are to develop methodologies and to produce a BMS software module for network- and project-level optimization of multiple, user-specified performance criteria.
KW  - Bridge management systems
KW  - Bridges
KW  - Methodology
KW  - National Cooperative Highway Research Program
KW  - Network analysis (Planning)
KW  - Performance tests
KW  - Research projects
KW  - User benefits
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=356
UR  - https://trid.trb.org/view/1231343
ER  - 

TY  - RPRT
AN  - 00974211
AU  - Besterfield, G
AU  - Kaw, A
AU  - Hess, D
AU  - Pai, N
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - HUB-GIRDER BOLT ASSEMBLY WITHOUT AN INTERFERENCE FIT IN BASCULE BRIDGES
PY  - 2004/02/13
SP  - 45 p.
AB  - Trunnion-hub-girder (THG) assemblies of bascule bridges are currently assembled using shrink fits.  Previous studies found that one of the two assembly procedures currently used results in high likelihood of hub cracking.  One of the possible means to avoid such failures is to modify the assembly procedure by eliminating the shrink fit between the hub and the girder.  This project presents the result of a study aimed at developing such hub-girder assemblies without shrink fits.  The proposed design scheme utilizes slip-critical bolted connection between the hub, girder and a backing ring.  The bolted connection design utilizes turned bolts with locational clearance fit.  Loads to be resisted by the connection are identified and computed individually and subsequently combined to arrive at the net required slip resistance.  Using this value, the bolt size and number of bolts are determined using a spreadsheet developed for this purpose.  In addition to slip resistance, the bolted connection is also checked for bolt shear strength and bearing stresses of the bolted members.  The design procedure presented here was refined using results from an axisymmetric finite element model.  The model proved useful in highlighting the behavior of friction force resulting from the interference fit between the backing ring and the hub.  Six representative bridges were analyzed using this design scheme.  The analysis revealed that the proposed design is unlikely to adversely impact practice since most THG assemblies utilize more bolts than required for achieving a slip-critical connection.  This may be because hub flange dimension ratio to trunnion size is dictated by American Association of State Highway and Transportation Officials (AASHTO) and Florida Department of Transportation standards, and results in sufficient room on the hub flange to accommodate extra bolts.
KW  - Backing ring
KW  - Bascule bridges
KW  - Bolts
KW  - Bridge design
KW  - Finite element method
KW  - Friction
KW  - Hub cracking
KW  - Hub-girder assemblies
KW  - Shear strength
KW  - Shrink fits
KW  - Slip resistance
KW  - Stresses
KW  - Structural connection
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC353_35_rpt.pdf
UR  - https://trid.trb.org/view/697980
ER  - 

TY  - ABST
AN  - 01463142
TI  - Cost-Effective Measures and Planning Procedures for Travel Time, Delay, and Reliability
AB  - In order to gain and sustain public (and legislative) understanding and support for the management and stewardship of their transportation systems, state departments of transportation (DOTs), metropolitan planning organizations (MPOs), transit authorities, and others want to develop and employ system-performance measures that express congestion and mobility in terms that system users can appreciate and understand. There is heightened interest in measures of travel time, delay, and reliability. This interest is based on the need for improved planning and analytical procedures to measure and predict how individual traveler and goods movements will be affected by incidents and other generators of non-recurring delay. There is also a need for measurements that individuals can use to reduce the uncertainty and loss of productivity that occur when system reliability is low. These measures will be appropriate for use in system planning, corridor development, priority programming, and operations (including public information programs) to improve transportation system performance. Such measures also will be useful in management and performance reporting by the responsible agencies. Use of travel time, delay, and reliability as performance measures is hampered by complex data requirements, data accuracy issues, and inadequate procedures for incorporating these measures into the transportation planning process. One reason that these measures have not been more widely implemented is that they can be expensive and difficult to generate. A relatively small number of public agencies have the data collection programs or analytical forecasting capabilities to generate reliable estimates of these measures. In many states, travel time data are available for relatively few corridors and sample sizes are small. The high costs associated with more comprehensive data collection programs deter many states from investing in such programs. States and MPOs are testing the use of loop detector data and other ITS-collected data to develop travel time, delay, and reliability measures, but these too are fairly sophisticated and, at present, costly efforts. There is a need for structured, cost-effective measures of travel time, delay, and reliability that can be used by practitioners in predicting, measuring, monitoring, and reporting transportation system performance. The objective of this project is to develop a guidebook that presents a framework and cost-effective methods to predict, measure, and report travel time, delay, and reliability data from a customer-oriented perspective. The framework will address time of day, transit and highway, passenger and freight, vehicle and user types, and levels of aggregation (such as facility type, functional classification, and system/corridor/segment). The framework will also present and assess various data collection methods, analysis approaches, and applications that most effectively support transportation planning and decision making for capital and operational investments and for quality-of-service monitoring and evaluation. The methods should be presented in a useful manner for application in a range of settings and complexity.
KW  - Cost effectiveness
KW  - National Cooperative Highway Research Program
KW  - Passenger transportation
KW  - Peak hour traffic
KW  - Public transit
KW  - Quality of service
KW  - Reliability
KW  - Research projects
KW  - Traffic congestion
KW  - Traffic delays
KW  - Travel time
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=889
UR  - https://trid.trb.org/view/1231367
ER  - 

TY  - ABST
AN  - 01460755
TI  - Improving Truck and Speed Data Using Paired Video and Single-Loop Sensors
AB  - To improve truck and speed data by pairing video and single-loop sensors.
KW  - Data collection
KW  - Loop detectors
KW  - Loops (Control systems)
KW  - Research projects
KW  - Speed
KW  - Trucks
KW  - Video imaging detectors
UR  - https://trid.trb.org/view/1228973
ER  - 

TY  - RPRT
AN  - 01510956
AU  - United States Federal Highway Administration
TI  - Interstate 69, Henderson, Kentucky to Evansville, Indiana : environmental impact statement
PY  - 2004/02//Volumes held: Draft
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1295280
ER  - 

TY  - RPRT
AN  - 01160536
AU  - Boile, Maria
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Technical Solutions to Overcrowded Park and Ride Facilities
PY  - 2004/02//Final Report
SP  - 91p
AB  - This report presents two transportation models that could be used for modeling park and ride (P&R) intermodal travelers. The first model developed is a static intermodal-planning model that was developed for the New Jersey I80 transportation corridor and incorporated a set of the P&R facilities that are in the vicinity of the I80 Interstate Highway. This static model was based on the existing transportation-planning model currently used by the North Jersey Transportation Planning Authority (NJTPA) for North Jersey. The second model is based on a simulation-based dynamic traffic assignment that overcomes some of the deficiencies identified earlier.
KW  - Dynamic traffic assignment
KW  - Mathematical models
KW  - New Jersey
KW  - Park and ride
KW  - Transportation corridors
KW  - Transportation planning
UR  - http://cait.rutgers.edu/files/CU-14-RU6899_0.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35056/CU-14-RU6899_0.pdf
UR  - https://trid.trb.org/view/921212
ER  - 

TY  - RPRT
AN  - 01074860
AU  - Federal Highway Administration
TI  - MS 475 improvements from I-20 to Old Brandon Road, Rankin County : environmental impact statement
PY  - 2004/02//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/834254
ER  - 

TY  - RPRT
AN  - 01073751
AU  - Federal Highway Administration
TI  - Administrative action, Western Wake Freeway from NC 55 at SR 1172 (Old Smithfield Road) to NC 55 near SR 1630 (Alston Avenue), Wake County, North Carolina : environmental impact statement
PY  - 2004/02//Volumes held: Draft, Final, Final Appendix
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/833143
ER  - 

TY  - RPRT
AN  - 01011132
AU  - Agent, K R
AU  - Pigman, Jerry G
AU  - Green, Eric R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Effect of Pavement Resurfacing on Traffic Safety
PY  - 2004/02//Final Report
SP  - 25p
AB  - The objectives of this study were to analyze the before and after crash history and speeds on routes which have been resurfaced, inspect resurfacing projects, make recommendations to improve the resurfacing process, and determine improvements which could be made in conjunction with the resurfacing project to improve the overall safety of the roadway.  An analysis of the before and after crash data did not show a reduction in total crashes after resurfacing. There was a reduction in crashes which occurred on a wet pavement. A comparison of speeds before and after resurfacing did not find a major change in travel speeds. Considering all locations, there was an average increase in speeds after resurfacing of less than one mph.  Discussion with state inspectors and contractors found agreement of areas which could be changed to improve the resurfacing process. Most of the comments dealt with preparation of the road prior to paving, methods to place the shoulder, and the paving operation.  Recommendations were made to be taken into consideration when resurfacing roads. They were grouped into the following categories: preparation for resurfacing, shoulder-related issues, paving operation, and general issues. Examples of the recommendations are as follows: 1) consider adding ditching and shouldering as part of preparation for resurfacing especially when the resurfacing extends to the ditch fore slope, 2) place a note on the typical section that the shoulder wedge should be sloped down to the adjacent turf at no more than a 45 degree angle, 3) ensure that an adequate amount of leveling material is included in the contract, 4) encourage use of non-typical additions to the contract to minimize any potential problems after resurfacing (for example, place object markers when there is a potential hazard such as a culvert headwall adjacent to the pavement), and 5) consider development of a more comprehensive policy for resurfacing that focuses both on the paved travel lanes and the adjacent roadside (shoulder, ditch, clear zone).
KW  - Before and after studies
KW  - Paving
KW  - Recommendations
KW  - Resurfacing
KW  - Road shoulders
KW  - Surface preparation
KW  - Traffic crashes
KW  - Traffic safety
KW  - Traffic speed
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_02_SPR_257_03_1F.pdf
UR  - https://trid.trb.org/view/767544
ER  - 

TY  - RPRT
AN  - 01003768
AU  - Langley, Ronald E
AU  - Grossardt, Ted
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - 2003 Motor Carrier Survey
PY  - 2004/02//Final Report
SP  - 19p
AB  - The goal of this study was to conduct a survey to evaluate usage and satisfaction with the Kentucky Transportation Cabinet's new program allowing motor carriers to credential vehicles and pay taxes via the Internet.  Specifically, the study was to examine how many Kentucky motor carriers took advantage of this capability, why they did or did not, what improvements could be made to the system, and what incentives could be offered or obstacles removed to entice more motor carriers to use it.
KW  - Customer satisfaction
KW  - Incentives
KW  - Internet
KW  - Kentucky
KW  - Motor carriers
KW  - Payment
KW  - Surveys
KW  - Taxes
KW  - Utilization
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_03_SPR_263_02_1F.pdf
UR  - https://trid.trb.org/view/760154
ER  - 

TY  - RPRT
AN  - 01000049
AU  - Scullion, Tom
AU  - Von-Holdt, Christopher
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Report on Jointed Concrete Pavement Repair Strategies in Texas
PY  - 2004/02//Technical Report
SP  - 126p
AB  - Project 0-4517 was established to summarize the results from the Lufkin experiment on US 59 and to develop statewide guidelines on how to select rehabilitation strategies for jointed concrete pavements (JCPs).  This year 1 report reviews the performance of the six experimental sections on US 59 and makes recommendations for statewide implementation.  The best performing section in Lufkin was the flexible base overlay, which involved placing high-quality crushed limestone directly over the JCP followed by an underseal and thin asphalt overlay.  This was also one of the least expensive treatments used in the experiment.  The large stone mix also gave good performance, but the crack and seat and full-depth repair techniques did not perform well.  A forensic investigation was conducted to attempt to explain the variation in treatment performance.  To complement the Lufkin results, a review is also presented of the performance of other JCP rehabilitation techniques recently evaluated by Texas Department of Transportation districts.  An evaluation of crack retarding asphalt layers [Strata (Registered trademark)], grid layers [GlasGrid (Registered trademark)] and slab fracturing techniques is also included in the report.
KW  - Bituminous overlays
KW  - Concrete pavements
KW  - Crack and seat treatment
KW  - Crushed limestone
KW  - Full-depth reclamation
KW  - Guidelines
KW  - Large stone mix
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Test sections
KW  - Undersealing
UR  - https://trid.trb.org/view/751004
ER  - 

TY  - RPRT
AN  - 00989268
AU  - Scullion, T
AU  - Von-Holdt, C
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE REPORT ON JOINTED CONCRETE PAVEMENT REPAIR STRATEGIES IN TEXAS
PY  - 2004/02
SP  - 126 p.
AB  - Project 0-4517 was established to summarize the results from the Lufkin experiment on US 59 and to develop statewide guidelines on how to select rehabilitation strategies for jointed concrete pavement (JCP).  This year 1 report reviews the performance of the six experimental sections on US 59 and makes recommendations for statewide implementation.  The best performing section in Lufkin was the flexible base overlay, which involved placing high-quality crushed limestone directly over the JCP followed by an underseal and thin asphalt overlay.  This was also one of the least expensive treatments used in the experiment.  The large stone mix also gave good performance, but the crack and seat and full-depth repair techniques did not perform well.  A forensic investigation was conducted to attempt to explain the variation in treatment performance.  To complement the Lufkin results, a review is also presented of the performance of other JCP rehabilitation techniques recently evaluated by Texas Department of Transportation districts.  An evaluation of crack retarding asphalt layers [Strata (Registered Trademark)], grid layers [GlasGrid (Registered Trademark)] and slab fracturing techniques is also included in the report.
KW  - Bituminous overlays
KW  - Concrete pavements
KW  - Crack and seat treatment
KW  - Crack retarding layers
KW  - Crushed limestone
KW  - Full-depth reclamation
KW  - Pavement performance
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Test sections
KW  - Texas
KW  - Undersealing
UR  - https://trid.trb.org/view/755044
ER  - 

TY  - RPRT
AN  - 00988124
AU  - Trevino, M
AU  - McCullough, B F
AU  - Fowler, D W
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TECHNIQUES AND PROCEDURES FOR BONDED CONCRETE OVERLAYS
PY  - 2004/02
SP  - 225 p.
AB  - There has been a significant increase in the use of bonded concrete overlays (BCOs) as a way to extend the life of a pavement structure. This study establishes the appropriateness of a BCO as a pavement rehabilitation strategy proposing a methodology for project selection.
KW  - Bonded concrete overlays
KW  - Concrete overlays
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Procedures
KW  - Rehabilitation (Maintenance)
KW  - Service life
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4398_2.pdf
UR  - https://trid.trb.org/view/753766
ER  - 

TY  - RPRT
AN  - 00988110
AU  - Salas, R M
AU  - Schokker, A J
AU  - West, J S
AU  - Breen, J E
AU  - Kreger, M E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - CONCLUSIONS, RECOMMENDATIONS AND DESIGN GUIDELINES FOR CORROSION
PY  - 2004/02
SP  - 85 p.
AB  - The effectiveness of cement grout in galvanized or polyethylene ducts, the most widely used corrosion protection system for multistrand bonded post-tensioned concrete tendons, has been under debate due to several reported examples of significant tendon corrosion damage. While experience in the USA has been generally good, some foreign experience has been less than satisfactory. This report is the last technical report from a comprehensive research program started in 1993 under TxDOT Project 0-1405. The objectives were to examine the use of post-tensioning in bridge substructures, identify durability concerns and existing technology, develop and carry out an experimental testing program, and conclude with durability design guidelines. Four experimental programs were developed: improved and high-performance grout studies, to develop grout with desirable fresh properties to provide good corrosion protection to the prestressing strands; a long-term macrocell corrosion test series, to investigate corrosion protection for internal tendons in precast segmental construction; a long-term beam corrosion test series, to examine the effects of post-tensioning on corrosion protection as affected by crack width; and, a long-term column corrosion test series, to examine corrosion protection in vertical elements. This report includes the final results after completion of exposure testing, performing comprehensive autopsies and updating the durability design guidelines to reduce the corrosion risk of the post-tensioning system. After autopsies were performed, overall findings indicate negative durability effects due to the use of mixed reinforcement, small concrete covers, galvanized steel ducts, and industry standard or heat-shrink galvanized duct splices. The width of cracks was shown to have a direct negative effect on specimen performance. Grout voids were found to be detrimental to the durability of both galvanized ducts and strand. Relying on epoxy and galvanized bar coatings was also found inappropriate because of local attack. On the other hand, very positive effects were found with the use of high performance concrete, high-performance grouts, high post-tensioning levels, plastic ducts, and sound epoxy filling at the joints.
KW  - Air voids
KW  - Beams
KW  - Bridge substructures
KW  - Cement grouts
KW  - Columns
KW  - Concrete bridges
KW  - Corrosion protection
KW  - Cracking
KW  - Design
KW  - Ducts
KW  - Durability
KW  - Epoxy coatings
KW  - Galvanized metals
KW  - High performance concrete
KW  - Joints (Engineering)
KW  - Plastics
KW  - Posttensioning
KW  - Precast concrete
KW  - Prestressing
KW  - Segmental construction
KW  - Technology
KW  - Tendons (Materials)
KW  - Testing
KW  - Width
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_1405_9.pdf
UR  - https://trid.trb.org/view/753752
ER  - 

TY  - RPRT
AN  - 00986030
AU  - Hard, E N
AU  - Eisele, W L
AU  - Frawley, W E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDELINES AND RECOMMENDATIONS FOR TXDOT INVOLVEMENT IN LOCAL DEVELOPMENT REVIEW
PY  - 2004/02
SP  - 22 p.
AB  - This report provides guidelines and recommendations for how the Texas Department of Transportation (TxDOT) districts and/or area offices can and should be involved in the local development process, particularly in the review of site development plans and subdivision plats that affect state roadways.  This product, P1, is also included in Report 0-4429-1, "Methods and Benefits of TxDOT Involvement in the Local Development Process," and is in large part an extraction of the final chapter of Report 0-4429-1 into a stand-alone document containing only the guidelines and recommendations of the research.  The guidelines and recommendations were developed based on findings and conclusions obtained from surveys of Texas cities, Texas counties, TxDOT districts, and the DOTs of many states around the country.  Relative to the full 0-4429-1 research report, this document is intended to serve as a more easily utilized reference document for TxDOT districts and area offices involved in local development review.
KW  - Cities
KW  - Counties
KW  - Districts and authorities
KW  - Guidelines
KW  - Land use planning
KW  - Real estate development
KW  - Recommendations
KW  - Right of way (Land)
KW  - State departments of transportation
KW  - Surveys
KW  - Texas
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/748025
ER  - 

TY  - RPRT
AN  - 00978470
AU  - Mani, A
AU  - Prozzi, Jolanda
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - STATE-OF-THE-PRACTICE IN FREIGHT DATA: A REVIEW OF AVAILABLE FREIGHT DATA IN THE U.S.
PY  - 2004/02
SP  - 148 p.
AB  - State and regional transportation planning agencies are increasingly recognizing the need for policies and programs addressing freight issues to ensure an efficient and reliable freight transportation system.  A major challenge, however, remains the lack of available freight data to ensure informed decisions.  State departments of transportation seem to (a) rely on the limited data compiled and published by federal agencies for aggregate analysis, (b) obtain one of the private commercial sources of data related to freight movement, or (c) collect original data.  The principal commercial data source currently is the Reebie TRANSEARCH database.  The objective of this research product is to summarize the outcome of the research team's comprehensive review of available U.S. freight data sources--both public and commercial sources.  The research team carefully reviewed the objectives, survey methods, assumptions, and limitations of each publicly available database, and the available documentation of commercial databases.  In total, 31 databases were reviewed.  This research product documents, in detail, the characteristics of the various databases, including sponsoring organization, performing organization, data collected, sampling method, survey method, quality control procedure, geographical coverage, frequency of updates, and the assumptions and limitations inherent to each data source.  The contact details for the contact organization are also provided.
KW  - Data quality
KW  - Databases
KW  - Freight transportation
KW  - Geographic coverage
KW  - State of the practice
KW  - United States
KW  - Update frequency
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4713_P2.pdf
UR  - http://ntl.bts.gov/lib/35000/35700/35704/statepract_fr.pdf
UR  - https://trid.trb.org/view/740312
ER  - 

TY  - RPRT
AN  - 00978449
AU  - Alberson, D C
AU  - Williams, W F
AU  - Menges, W L
AU  - Haug, R R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TESTING AND EVALUATION OF THE FLORIDA JERSEY SAFETY SHAPED BRIDGE RAIL
PY  - 2004/02
SP  - 96 p.
AB  - The objectives of this portion of the project were to: 1) determine if any or all of the three subject variants of the 32-in. (813-mm) Jersey safety shaped bridge railing comply with the requirements of the AASHTO LRFD Bridge Design Specifications and National Cooperative Highway Research Program (NCHRP) Report 350 Test Level 4 (TL-4), and 2) provide recommended retrofit schemes, if deemed technically and economically feasible, to bring into compliance the railings that do not comply.  Full or partial replacement schemes may also be recommended as appropriate.  The most direct approach for accomplishing the objectives of this task was to perform a full-scale crash test of the most critical design.  If that railing performed satisfactorily, the railing would be acceptable by AASHTO LRFD Specifications.  The strength test was selected, NCHRP Report 350 test 4-12, a single-unit van-type truck weighing 17,621 lb (8000 kg).  The TL-4 vehicle is a single-unit box-van truck impacting the railing at 15 deg and 49.7 mi/h (80 km/h).  While containment is required, overturning of the vehicle is an acceptable test outcome.  However, Test Level 3 (TL-3) is a 4405 lb (2000 kg) pickup impacting the railing at 25 deg and 62.2 mi/h (100 km/h).  This test requires both containment and stability, and non-overturning.  Since some breakage of the parapet is possible, potential for vehicle snagging is likely. Vehicle snagging can contribute to vehicle instabilities in the redirection sequence and potential rollover.  Therefore, researchers chose both TL-4 and TL-3 tests.  According to the results of this project, no field retrofits or replacements of the Florida Jersey safety shaped bridge rails, depicted in the Florida DOT Index 799, are warranted since the most critical 32-in. (813-mm) Jersey safety shaped bridge railing complied with the requirements of the AASHTO LRFD Bridge Design Specifications and NCHRP Report 350 Test Levels 3 and 4.
KW  - Bridge railings
KW  - Compliance
KW  - Heavy duty trucks
KW  - Impact angle
KW  - Impact tests
KW  - Load and resistance factor design
KW  - NCHRP Report 350
KW  - Pickup trucks
KW  - Specifications
KW  - Speed
UR  - http://tti.tamu.edu/documents/9-8132-1.pdf
UR  - https://trid.trb.org/view/740295
ER  - 

TY  - RPRT
AN  - 00977127
AU  - Nesbit, S
AU  - Wharton, E
AU  - LaBar, D
AU  - Bostock, H
AU  - Lopez, P
AU  - Wallace, D
AU  - Bollich, D
AU  - C-K Associated, Incorporated
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - LOOP ENVIRONMENTAL MONITORING PROGRAM 2002-2003 VEGETATION AND WILDLIFE STATEWIDE
PY  - 2004/02
SP  - v.p.
AB  - The Louisiana Offshore Oil Port (LOOP) Environmental Monitoring Program (EMP) was initiated in 1978 to monitor the condition of the marsh ecosystem surrounding the LOOP pipeline.  The goal of the EMP is to determine if the LOOP facility and pipeline adversely impact surrounding wetland plant and wildlife communities as a result of the construction (1978-1981) and operation (1982-current) of the LOOP pipeline.  The 2003 EMP utilized one elevational ground survey, two vegetation surveys, and one aerial photograph mapping and analysis project to generate quantitative and qualitative data for the analysis of impacts.  The construction of the LOOP facility and pipeline resulted in a decrease in marsh surface area and corresponding primary production.  The results from the beach elevation and beach vegetation surveys indicated that the beach-dune area overlaying the subsurface pipeline was severely impacted by Tropical Storm Isidore in September 2002.  In addition, natural shoreline erosion along the Gulf of Mexico is affecting the beach-dune area.  Analysis of data generated during the vegetation surveys did not indicate any correlation between adverse impacts on wetland plant communities and the operation of the LOOP pipeline.
KW  - Aerial surveying
KW  - Beach sands
KW  - Data collection
KW  - Dune sands
KW  - Ecosystems
KW  - Environmental impacts
KW  - Erosion
KW  - Gulf of Mexico
KW  - Louisiana Offshore Oil Port
KW  - Marshes
KW  - Monitoring
KW  - Pipelines
KW  - Storms
KW  - Surveys
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife
UR  - https://trid.trb.org/view/703703
ER  - 

TY  - RPRT
AN  - 00975954
AU  - Abbas, M M
AU  - Chaudhary, N A
AU  - Sharma, A
AU  - Venglar, S P
AU  - Engelbrecht, R J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - METHODOLOGY FOR DETERMINATION OF OPTIMAL TRAFFIC RESPONSIVE PLAN SELECTION CONTROL PARAMETERS
PY  - 2004/02
SP  - 84 p.
AB  - Closed-loop traffic control systems can be operated by either Time-of-Day (TOD) mode or Traffic Responsive Plan Selection (TRPS) mode.  When properly configured, the TRPS mode has the greatest potential to provide an optimal operation due to its ability to accommodate abnormal traffic conditions such as incidents, special events, and holiday traffic.  Most importantly, the TRPS mode can reduce the need for frequent redesign/updates to signal timing plans.  Although TRPS mode can provide a more optimal and a snappier operation that the TOD mode, numerous parameters (e.g., cycle level parameters, directionality parameters, smoothing factors, weighting factors, etc.) have to be set up correctly for the system to work as intended.  Otherwise, TRPS mode may select inappropriate timing plans or cause the closed-loop system to run in a continuous transitioning state.  To date, there have not been any formal guidelines for selection of robust and optimal TRPS system parameters and thresholds.  Due to the lack of formal and clear comprehensive guidelines, traffic engineers usually revert to the TOD mode of operation for its ease of setup.  As a result, the benefits of closed-loop systems are not fully utilized. This report provides a novel methodology for robust and optimal selection of TRPS parameters and thresholds.  The report discusses the application of the methodology using data from two closed-loop systems in Texas and demonstrates that the proposed methodology can result in up to 100% accurate identification of optimal timing plans.  The report also shows potential benefits ranging from an annual savings of $27,630 to $5,042,200 per intersection in delay reduction alone.
KW  - Benefits
KW  - Cost effectiveness
KW  - Discriminant analysis
KW  - Genetic algorithms
KW  - Methodology
KW  - Optimization
KW  - Texas
KW  - Traffic control
KW  - Traffic responsive plan selection
KW  - Traffic signal control systems
KW  - Traffic signal timing
UR  - http://tti.tamu.edu/documents/0-4421-1.pdf
UR  - https://trid.trb.org/view/702732
ER  - 

TY  - RPRT
AN  - 00974821
AU  - Teel, S J
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - RESULTS OF HIGHWAY MAINTENANCE SURVEY
PY  - 2004/02
SP  - 200 p.
AB  - The South Carolina Department of Transportation (SCDOT) wanted to elicit public opinion concerning SCDOT's maintenance activities.  Public opinion was to address the importance of maintenance activities, an assessment of how well SCDOT has conducted the activities, and prioritizing the allocation of funds to maintenance activities.  The report presents the results of a survey mailed to South Carolinians in mid-2003. The survey instrument focused on maintenance activities individually as well as by category.  Classification (demographic) questions were included.  The maintenance activities that are most important to South Carolinians are (i) bridges; (ii) signage/signals/markers; and (iii) highway surface work, in that order.  Respondents gave the lowest grades to "Residential Driveways," "Highway Surface Work," and "Roadside Work."  The importance ratings were combined with the grade assignments to yield a problem score for each maintenance activity included in the survey.  A higher problem score signifies a problem of greater value to the public; that is, the higher the problem score, the greater the public's satisfaction when the problem is resolved.  Thus, the SCDOT can generate a more positive impact on the consuming public by concentrating its maintenance activities on (i) Highway Surface Work; (ii) Roadside Work; (iii) Bridges; and (iv) Residential Driveways. Some activities within these maintenance activity categories have lower than average problem scores while others have higher than average problem scores.  The conclusion is affirmed by the results concerning allocation of fictitious maintenance dollars to maintenance categories.  South Carolinians chose to put about one-fifth of their "maintenance" budget toward pavement resurfacing and pavement patching.  Bridges would get 15% of the "maintenance" budget.
KW  - Bridges
KW  - Budgeting
KW  - Driveways
KW  - Fund allocations
KW  - Highway maintenance
KW  - Patching
KW  - Pavement maintenance
KW  - Public opinion
KW  - Resurfacing
KW  - Road markings
KW  - South Carolina
KW  - Surveys
KW  - Traffic signals
KW  - Traffic signs
UR  - https://trid.trb.org/view/698234
ER  - 

TY  - RPRT
AN  - 00974289
AU  - Stamatiadis, N
AU  - House, B
AU  - Brickey, J
AU  - Hartman, D
AU  - Chen, M
AU  - Pigman, J
AU  - Boddu, K
AU  - Patangay, S
AU  - Elwood, E
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT FOR KENTUCKY
PY  - 2004/02
SP  - 169 p.
AB  - The objective of this research was to develop the foundation for an access management system in Kentucky.  A review of practices in other states that have an established program was completed and allowed for the identification of the critical steps required for the development and implementation of an access management system.  A new roadway classification system that is based primarily on highway functional classification has been proposed to form the basis for classifying roadway segments for establishing the allowable access level.  A series of spacing requirements were also proposed using this classification system.  Recommended practices and proposed steps for implementation of an access management program for Kentucky included the following:  1) form an implementation task force, 2) develop and execute a public involvement plan, 3) finalize spacing and design standards, 4) complete classification assignments and revisions, 5) develop an administrative regulation, 6) address non-conforming access, 7) develop variance procedure, 8) define appeal process, 9) define permitting process, 10) define organizational roles and responsibilities, 11) develop access management manual, and 12) conduct training on new program.
KW  - Access control (Transportation)
KW  - Administration
KW  - Appeals
KW  - Design standards
KW  - Highway classification
KW  - Implementation
KW  - Kentucky
KW  - Manuals
KW  - Permits
KW  - Public participation
KW  - Recommendations
KW  - Regulations
KW  - Spacing
KW  - Training
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_05_SPR_251_01_1F.pdf
UR  - https://trid.trb.org/view/698052
ER  - 

TY  - RPRT
AN  - 00974291
AU  - Vasudevan, M
AU  - Wunderlich, K
AU  - Larkin, J
AU  - Toppen, A
AU  - Mitretek Systems
AU  - Federal Highway Administration
TI  - A COMPARISON OF MOBILITY IMPACTS ON URBAN COMMUTING BETWEEN BROADCAST ADVISORIES AND ADVANCED TRAVELER INFORMATION SERVICES
PY  - 2004/02
SP  - 51 p.
AB  - This report explores the effectiveness of relying on commercial radio as a source of traveler information, and presents an approach to quantify mobility benefits from radio traffic advisories.  The study, conducted for the Washington, DC, metropolitan area, used an analytical technique called the Heuristic On-line Web-Linked Arrival Time Estimator (HOWLATE) to examine if radio advisories can have similar mobility benefits as a notification-based traveler information service offering personalized estimates of travel times.  Traffic reports were recorded from a local radio station and manually coded to translate them to a suitable format for analysis.  Results from the analysis of 37 weekdays consisting of 4410 advisories indicate that overall radio traffic advisories were less effective in improving traveler on-time reliability than a service offering route-specific travel time reports.  In the experiment, the simulated commuter receiving regular, quantitative estimates of travel times on relevant roadways typically made more effective route and trip timing decisions than the simulated commuter who received comparatively incomplete, irregular and vague advisories on prevailing congestion conditions from broadcast traffic reports.  In fact, the simulated commuter listening to radio advisories recorded similar on-time reliability performance to the simulated control subject, who ignores all forms of traveler information.  During the afternoon peak period, when travel time variability is higher, the simulated radio listener recorded slightly better reliability performance than the simulated control subject. During other periods of the day, the on-time reliability performance of the simulated radio listener was worse than the simulated control subject.
KW  - Advanced traveler information systems
KW  - Benefits
KW  - Estimates
KW  - Highway advisory radio
KW  - Mobility
KW  - Travel time
KW  - Traveler information and communication systems
KW  - Washington Metropolitan Area
UR  - http://ntl.bts.gov/lib/26000/26200/26215/Radio_Reports_final.pdf
UR  - https://trid.trb.org/view/698054
ER  - 

TY  - RPRT
AN  - 00974246
AU  - Rao, A R
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - REGIONALIZATION OF INDIANA WATERSHEDS FOR FLOOD FLOW PREDICTIONS (PHASE I), STUDIES IN REGIONALIZATION OF WATERSHEDS
PY  - 2004/02
SP  - 93 p.
AB  - The following five methods of regionalization of watersheds were tested with Indiana watershed and annual maximum flood data: (1) the L-moment based method, (2) the method based on hybrid cluster analysis, (3) the hybrid cluster method using rainfall data, (4) the fuzzy cluster method, and (5) the method based on artificial neural networks.  The results of the L-moment based method and the hybrid cluster method with rainfall data were unacceptable because of the subjectivity involved with the former and the heterogeneity of the results obtained by the latter.  The remaining three methods gave very similar results. The fuzzy cluster and artificial neural network based methods are much easier to use and hence are recommended.  The results from any of these methods will not give homogeneous regions.  The results from the clustering methods must be tested and revised to get homogeneous watersheds.  The data from each of the regions were investigated by using tests based on simple scaling.  The results from these tests confirm all the regions, except one, to be homogeneous.
KW  - Cluster analysis
KW  - Floods
KW  - Forecasting
KW  - Fuzzy clustering
KW  - Indiana
KW  - Neural networks
KW  - Regionalization
KW  - Watersheds
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1651&context=jtrp
UR  - https://trid.trb.org/view/698014
ER  - 

TY  - RPRT
AN  - 00974247
AU  - Tarko, A P
AU  - Kanodia, M
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - HAZARD ELIMINATION PROGRAM - MANUAL ON IMPROVING SAFETY OF INDIANA ROAD INTERSECTIONS AND SECTIONS. VOLUME 1: RESEARCH REPORT AND VOLUME 2: GUIDELINES FOR IMPROVING SAFETY OF INDIANA ROAD INTERSECTIONS AND SECTIONS
PY  - 2004/02
SP  - 318 p.
AB  - The Hazard Elimination Program (HEP) is the section of the Safety Management System that focuses on road improvements and includes analytical tools for identification of safety problems and their remedies.  This research project reviews the results of the past research for Indiana and other states and develops guidelines that present a set of tools for hazard elimination through road improvements.  It also includes developing regression models for predicting crash frequencies at all-way and two-way stop-controlled intersections.  Negative binomial regression was used to develop separate models for two-way and all-way stop controlled intersections.  These models predict typical frequency of all crashes, property damage only crashes, and injury/fatal crashes at unsignalized intersections.  In addition, improved criteria have been proposed for screening the Indiana road network for high-crash locations.  The proposed criteria incorporate the level of uncertainty present in the process and consider severity of crashes.  The primary outcome of the project is the "Guidelines for Highway Safety Improvements in Indiana," which comprises the second volume. Within this volume, the research results are compiled with other components selected after critical analysis of the present state-of-the-art and state-of-the-practice safety management methods.  The Guidelines are ready to use by safety engineers and may also serve as a textbook for inexperienced users.  The Guidelines include all required equations, tables with required default values, and calculation forms that organize the HEP process.  The calculation forms can be used as an interface design for a computerized version.  All major computational steps are illustrated with examples and a comprehensive example is included to demonstrate the entire HEP process.
KW  - All-way stop-controlled intersections
KW  - Crash rates
KW  - Guidelines
KW  - Hazard elimination program
KW  - High risk locations
KW  - Highway safety
KW  - Improvements
KW  - Indiana
KW  - Regression analysis
KW  - Safety management
KW  - Two-way stop control
KW  - Unsignalized intersections
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1583&context=jtrp
UR  - http://dx.doi.org/10.5703/1288284313235
UR  - https://trid.trb.org/view/698015
ER  - 

TY  - RPRT
AN  - 00974226
AU  - Papanicolaou, ANT
AU  - Kjos, L J
AU  - Fox, J F
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - INVESTIGATION OF FLOW AND LOCAL SCOUR CHARACTERISTICS AROUND A PARTIALLY SUBMERGED PERMEABLE WSDOT BARB
PY  - 2004/02
SP  - 77 p.
AB  - Barbs are wide crested trapezoidal structures, typically constructed of riprap gravel, which project out from the streambank and are oriented upstream into the main flow.  Barbs reduce erosion along streambanks by deflecting current into the center of the channel aiding in the protection of bridge piers and abutments.  The overall objective of this study is to establish design criteria for permeable barbs within non-navigable mild sloped gravel bed streams.  The report consists of two major parts.  Part one focuses on the flow characteristics around a submerged permeable barb to understand the flow regimes "formed" within the vicinity of a barb.  Part two utilizes the quantitative data that are gathered in part one and investigates the complex evolution of local scour around the permeable barb under clear-water scour conditions.
KW  - Backwaters
KW  - Barbs
KW  - Deflection
KW  - Design
KW  - Erosion control
KW  - Flow
KW  - Riprap
KW  - River currents
KW  - Scour
KW  - Streams
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/581.1.pdf
UR  - https://trid.trb.org/view/697995
ER  - 

TY  - RPRT
AN  - 00974180
AU  - Masada, T
AU  - Sargand, S M
AU  - Abdalla, B
AU  - Figueroa, J L
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - MATERIAL PROPERTIES FOR IMPLEMENTATION OF MECHANISTIC-EMPIRICAL (M-E) PAVEMENT DESIGN PROCEDURES
PY  - 2004/02
SP  - 311 p.
AB  - A comprehensive study was conducted to compile mechanistic property data for pavement materials specified and utilized in Ohio.  The study consisted of three major components.  In the first component, background information on the new mechanistic-empirical (M-E) pavement design/analysis procedures was researched and presented.  In the second component, each of the 28 pavement-related research projects conducted for the Ohio Department of Transportation within the last two decades was summarized with emphases placed on pavement material properties measured and pavement distress data recorded.  In the third component, reliability of the Asphalt Institute's Witczak equation was evaluated for asphalt concrete mixtures used in Ohio in light of the latest laboratory dynamic modulus test data collected by the authors.  The end result of the project was a collection of recommended hierarchical material property values and prediction methods for both rigid and flexible pavements to aid highway engineers and researchers in Ohio who wish to implement the M-E procedures.
KW  - Asphalt concrete
KW  - Data collection
KW  - Dynamic modulus of elasticity
KW  - Equations
KW  - Flexible pavements
KW  - Laboratory tests
KW  - Mechanistic design
KW  - Ohio
KW  - Pavement design
KW  - Pavement distress
KW  - Properties of materials
KW  - Rigid pavements
UR  - http://www.dot.state.oh.us/research/2004/Pavements/14767-es.pdf
UR  - http://www.dot.state.oh.us/research/2004/Pavements/14767-FR.pdf
UR  - https://trid.trb.org/view/697951
ER  - 

TY  - RPRT
AN  - 00974164
AU  - Najafi, F T
AU  - Tia, M
AU  - Lovencin, W
AU  - Javed, A
AU  - Chaudry, H
AU  - Abbas, A
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - USE OF ACCELERATED FLOWABLE FILL IN PAVEMENT SECTION. VOLUME 1
PY  - 2004/02
SP  - 124 p.
AB  - Flowable fill is a relatively new technology whose use has grown over the years.  It describes a fill technology that is used in place of compacted backfill.  Flowable fill is an answer for fill that allows a fast return to traffic, will not settle, does not require vibration or other means of compaction, can be excavated, is fast placing, and safer than other forms of fill. The objective of this research was to evaluate flowable fill in the pavement section using accelerated and non-accelerated mixtures.  The evaluation included determination of strength, set time, and flow applicable to conditions in Florida.  The unit weight, air content, and compressive strength were analyzed to establish the conformity of the contractor-provided mixes and those produced in the lab to the Florida Department of Transportation (FDOT) specifications.  Further, a relationship was established between the Limerock Bearing Ratio (LBR) and penetrometer readings for different mix designs to help measure the strength of the underlying mix in the field.  Unit weights of the mixes depicted substantial variability among different mix designs as well as among different districts within the same mix design.  However, a majority of the readings did not comply with the FDOT specifications.  Similar conclusions were drawn for the air content of different mixes.  However, it may be noticed that air content for a majority of the districts was within the FDOT specified range for both excavatable mixes, as well as non-excavatable design mixes.  The compressive strength was above the FDOT specified range for excavatable mixes, except for Districts 2 and 5.  For the non-excavatable mixes, the compressive strength did comply with the FDOT specifications but its value may be considered too high.  The relationship between LBR readings and penetrometer readings was established and the models were checked for adequacy.  After removing the unusual observations, pertinent regression equations relating LBR to the penetrometer data were obtained.  It is recommended that more data be collected for all design mixes in a controlled environment.  It is recommended that FDOT districts be provided with target values for different mixes to improve consistency. It is also recommended that the equations relating the LBR readings with those obtained from the penetrometer be validated by employing field data for strength of the underlying mixes.
KW  - Accelerating agents
KW  - Air content
KW  - Compliance
KW  - Compressive strength
KW  - Fills
KW  - Flowable fill
KW  - Limerock bearing ratio
KW  - Mix design
KW  - Penetrometers
KW  - Specifications
KW  - Weight
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_53_v1.pdf
UR  - https://trid.trb.org/view/697938
ER  - 

TY  - RPRT
AN  - 00974165
AU  - Najafi, F T
AU  - Tia, M
AU  - Lovencin, W
AU  - Javed, A
AU  - Chaudry, H
AU  - Abbas, A
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - USE OF ACCELERATED FLOWABLE FILL IN PAVEMENT SECTION. VOLUME 2 - APPENDICES
PY  - 2004/02
SP  - 325 p.
AB  - Flowable fill is a relatively new technology whose use has grown over the years.  It describes a fill technology that is used in place of compacted backfill.  Flowable fill is an answer for fill that allows a fast return to traffic, will not settle, does not require vibration or other means of compaction, can be excavated, is fast placing, and safer than other forms of fill. The objective of this research was to evaluate flowable fill in the pavement section using accelerated and non-accelerated mixtures.  The evaluation included determination of strength, set time, and flow applicable to conditions in Florida.  The unit weight, air content, and compressive strength were analyzed to establish the conformity of the contractor-provided mixes and those produced in the lab to the Florida Department of Transportation (FDOT) specifications.  Further, a relationship was established between the Limerock Bearing Ratio (LBR) and penetrometer readings for different mix designs to help measure the strength of the underlying mix in the field.  Unit weights of the mixes depicted substantial variability among different mix designs as well as among different districts within the same mix design.  However, a majority of the readings did not comply with the FDOT specifications.  Similar conclusions were drawn for the air content of different mixes.  However, it may be noticed that air content for a majority of the districts was within the FDOT specified range for both excavatable mixes, as well as non-excavatable design mixes.  The compressive strength was above the FDOT specified range for excavatable mixes, except for Districts 2 and 5.  For the non-excavatable mixes, the compressive strength did comply with the FDOT specifications but its value may be considered too high.  The relationship between LBR readings and penetrometer readings was established and the models were checked for adequacy.  After removing the unusual observations, pertinent regression equations relating LBR to the penetrometer data were obtained.  It is recommended that more data be collected for all design mixes in a controlled environment.  It is recommended that FDOT districts be provided with target values for different mixes to improve consistency. It is also recommended that the equations relating the LBR readings with those obtained from the penetrometer be validated by employing field data for strength of the underlying mixes.
KW  - Accelerating agents
KW  - Air content
KW  - Compliance
KW  - Compressive strength
KW  - Fills
KW  - Flowable fill
KW  - Limerock bearing ratio
KW  - Mix design
KW  - Penetrometers
KW  - Specifications
KW  - Weight
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_53_v2.pdf
UR  - https://trid.trb.org/view/697939
ER  - 

TY  - RPRT
AN  - 00974150
AU  - Sobanjo, John O
AU  - Thompson, P D
AU  - Florida State University, Tallahassee
AU  - Paul D. Thompson, Consultant
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - PROJECT PLANNING MODELS FOR FLORIDA'S BRIDGE MANAGEMENT SYSTEM
PY  - 2004/02
SP  - 194 p.
AB  - The project planning tool for Florida's bridge management system will require updated user cost models specific to Florida in terms of truck weight and height characteristics, and also user costs for moveable bridge openings on Florida roadways.  Using laser-based devices, truck height measurements were done at nine sites on Florida roadways.  Truck weight data were collected simultaneously with the truck height data at three Florida Department of Transportation (FDOT) weigh stations, and also from FDOT's historical weigh in motion (WIM) data.  For Pontis implementation at both network and project levels, truck height and weight histograms, and best-fitting linear and nonlinear functions were developed to estimate the probability of truck height or weight exceeding a specific value, for three categories:  interstate roadways; non-interstate roadways; and all roadways.  Bridge users cost models were formulated for both strengthening and raising improvements.  Suitable data were collected, on bridge opening frequency and duration of opening at six moveable bridge sites on Florida highways.  On-site data were collected on automobile and vessel traffic, including vehicle queue length and vessel height distributions.  Queue models incorporating both vehicles and vessels, were developed in which the vehicular delay was modeled as a bottleneck occurrence on the roadway, where the service flow rate of vehicles is reduced due to a blockade.  Decision-making templates were developed to correctly assign performance measures and priorities to moveable bridge replacement projects, including vessel and vehicular traffic future projection of 20 years.  Recommendations are presented on implementing the user cost model in Pontis at both network and project levels.  A project-level decision support software tool has been developed, incorporating Pontis network-level results along with all the products of the earlier research, to give FDOT bridge engineers a clear picture of the economic health of a bridge and the economic implications of scoping and timing decisions for structure maintenance, repairs, rehabilitation, improvement, and replacement.  A comprehensive user manual as well as the software is included with this report.  Named the Florida Project Level Analysis Tool, the highly graphical software sheds light on the scoping and timing decisions inherent in bridge life cycle decisions.  Because it fills a significant gap in Pontis, other states have already expressed interest in implementing it.
KW  - Bridge management systems
KW  - Bridge opening duration
KW  - Bridge opening frequency
KW  - Computer program documentation
KW  - Decision support systems
KW  - Economics
KW  - Florida
KW  - Height
KW  - Maintenance
KW  - Motor vehicles
KW  - Movable bridges
KW  - Pontis (Computer program)
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Ships
KW  - Software
KW  - Traffic queuing
KW  - Trucks
KW  - User costs
KW  - Weight
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT_BC352_09rpt.pdf
UR  - https://trid.trb.org/view/697924
ER  - 

TY  - RPRT
AN  - 00972207
AU  - Jessup, E
AU  - Casavant, K L
AU  - Lawson, C T
AU  - Washington State University, Pullman
AU  - State University of New York, Albany
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - TRUCK TRIP DATA COLLECTION METHODS
PY  - 2004/02
SP  - 111 p.
AB  - A considerable body of research exists for addressing the data needs for passenger transportation models and statewide freight truck movements.  The number of studies which focus on methods for capturing the necessary data on urban freight movements is less abundant.  This study addresses this problem by identifying those freight data attributes necessary for both urban region truck modeling and freight planning efforts and evaluates alternative data collection methodologies for providing these necessary data attributes.  Data attributes such as origin-destination detail, route identification, land-use at stops, commodity, weight, vehicle configuration, time of day, volume of shipments and location of trip generators were identified as necessary for modeling and planning needs.  Two pilot studies were conducted in the Portland, Oregon, metropolitan area, to test truck trip data collection methodologies.  One pilot study tested a roadside intercept survey method at three different locations, including an interstate highway weigh station, a Port of Portland marine terminal, and a private freight warehouse/distribution center. The other pilot study tested a combination of mail and fax survey methods used with two different sample types.  The survey methods tested included straight mail, phone-mail, phone-mail-phone, straight fax, phone-fax, phone-fax-phone, sent to a "Known" and "Unknown" mail population.  The results from the different freight data collection methodologies are presented and evaluated.
KW  - Commodities
KW  - Data collection
KW  - Land use
KW  - Methodology
KW  - Metropolitan areas
KW  - Origin and destination
KW  - Periods of the day
KW  - Pilot studies
KW  - Portland (Oregon)
KW  - Routes
KW  - Shipments
KW  - Surveys
KW  - Truck configuration
KW  - Truck terminals
KW  - Urban goods movement
KW  - Vehicle weight
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TruckTripData.pdf
UR  - https://trid.trb.org/view/697039
ER  -