TY  - RPRT
AN  - 00970547
AU  - Dicdican, R Y
AU  - Haimes, Y Y
AU  - Lambert, James H
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - RISK-BASED ASSET MANAGEMENT METHODOLOGY FOR HIGHWAY INFRASTRUCTURE SYSTEMS
PY  - 2004/02
SP  - 25 p.
AB  - Maintaining the infrastructure of roads, highways, and bridges is paramount to ensuring that these assets will remain safe and reliable in the future.  If maintenance costs remain the same or continue to escalate, and additional funding is not made available, the highway agency may need to reduce new construction or cut back on maintenance, or both.  There is a close relationship between the cost of optimally scheduled preventive maintenance versus the cost of emergency maintenance or replacement.  The study develops a systemic risk-based asset management methodology to manage the maintenance of highway infrastructure systems.  The decision making methodology is used to harmonize and coordinate the actions of the different units and levels in a hierarchical organization.  The systemic methodology enables the filtering and assessment of assets for maintenance while addressing the potential for extreme events. The methodology balances the costs, benefits, and risks of maintenance and inspection policies as applied to various types of assets.  Three objective functions are used in evaluating options and strategies:  minimizing short-term cost, minimizing long-term cost, and maximizing the remaining service life of highway assets.  A constraint function harmonizes the remaining service life across assets to eliminate infeasible options.  The methodology is generally applicable to the asset management of large-scale dynamic systems that exhibit similar characteristics as highway systems.
KW  - Asset management
KW  - Costs
KW  - Decision making
KW  - Highway maintenance
KW  - Highways
KW  - Infrastructure
KW  - Maximization
KW  - Methodology
KW  - Preventive maintenance
KW  - Risk management
KW  - Service life
KW  - Strategic planning
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr11.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37171/04-cr11.pdf
UR  - https://trid.trb.org/view/696517
ER  - 

TY  - RPRT
AN  - 00970437
AU  - Gong, L
AU  - Darwin, D
AU  - Browning, J P
AU  - Locke, C E
AU  - University of Kansas, Lawrence
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF MECHANICAL AND CORROSION PROPERTIES OF MMFX REINFORCING STEEL FOR CONCRETE
PY  - 2004/02
SP  - 132 p.
AB  - The corrosion performance of MMFX and conventional reinforcing steels is compared based on macrocell and bench-scale tests. The conventional steel includes epoxy-coated and uncoated bars. Macrocell tests are conducted on bare bars and bars symmetrically embedded in a mortar cylinder.  Specimens are exposed to a simulated concrete pore solution with a 1.6 or 6.4 molal ion concentration of sodium chloride.  Bench-scale tests include the Southern Exposure and cracked beam tests.  A 15% (6.04 m ion) NaCl solution is ponded on the top of both the Southern Exposure and cracked beam specimens.  Mechanical properties are compared with the requirements of ASTM A 615.  The uniformity and consistency in chemical composition is evaluated using a scanning electron microscope and an energy dispersive spectrometer.  The microstructure of corrosion products is analyzed using a scanning electron microscope.  The results indicate that MMFX steel exhibits better corrosion resistance than conventional uncoated steel, but lower corrosion resistance than epoxy-coated bars.  In both the macrocell and bench-scale tests, MMFX steel exhibits a macrocell corrosion rate between one-third and two-thirds that of uncoated conventional reinforcing bars, while epoxy-coated reinforcement with the coating penetrated corrodes at a rate between 5% and 25% that of conventional steel.  MMFX reinforcing steel is not recommended as a replacement for epoxy-coated reinforcement unless it is used in conjunction with a supplementary corrosion protection system.
KW  - Chemical composition
KW  - Corrosion
KW  - Corrosion resistance
KW  - Electron microscopes
KW  - Epoxy coatings
KW  - Laboratory tests
KW  - Mechanical properties
KW  - Microstructure
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Sodium chloride
UR  - http://ntl.bts.gov/lib/24000/24600/24644/KS028_Final_Rep.pdf
UR  - https://trid.trb.org/view/696475
ER  - 

TY  - RPRT
AN  - 00970438
AU  - Balma, J
AU  - Darwin, D
AU  - Browning, J P
AU  - Locke, C E
AU  - University of Kansas, Lawrence
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF CORROSION RESISTANCE OF MICROALLOYED REINFORCING STEEL
PY  - 2004/02
SP  - 177 p.
AB  - The corrosion resistance of three microalloyed steels and two conventional reinforcing steels in concrete was evaluated.  The microalloyed steels contain concentrations of chromium, copper, and phosphorus that, while low, are significantly higher than used in conventional reinforcing steel.  Two of the microalloyed steels contain amounts of phosphorus that exceed the amounts allowed in ASTM specifications (ASTM A 615), while the other microalloyed steel has normal amounts of phosphorus.  One of the conventional steels and the three microalloyed steels are heat treated by the Thermex process, which includes quenching and tempering of the steel immediately after rolling, while the other conventional steel is hot-rolled.  The study was undertaken because earlier tests on similar steels indicated that the Thermex-treated, microalloyed steel corrodes at only one-half the rate of conventional reinforcing steel.  The relative corrosion rate dropped to one-tenth if both steels were epoxy-coated.  In the current study, the reinforcing steels were tested using two rapid evaluation tests, the corrosion potential and corrosion macrocell tests, and three bench-scale tests, the Southern Exposure, cracked beam, and ASTM G 109 tests.  The corrosion potential, corrosion rate, and mat-to-mat resistance are used to evaluate the steel.  Tension and bending tests were performed to evaluate the effect of the microalloying and heat treatment on the mechanical properties of the reinforcing steel. Results show that the corrosion potential of the five steels is approximately the same, indicating that they have a similar tendency to corrode.  The results from the rapid macrocell test showed that the five steels had similar corrosion rates, with no improved behavior for the microalloyed steels.  The microalloyed steel with regular phosphorus content (CRT) exhibited consistently lower corrosion losses than conventional steel in the bench-scale tests.  Although CRT appears to be much more corrosion resistant than conventional steel in the G 109 tests (64% less total corrosion loss after 70 weeks), its overall performance does not show such an advantage.  In the cracked beam test after 70 weeks, it had only 4% less corrosion loss than conventional steel, which indicates that in cracked concrete the two steels behave in a similar manner.  In the Southern Exposure test, CRT steel had an 11% lower corrosion loss than conventional steel after the same period.  This improved behavior is not enough to use the steel without an epoxy coating or to justify continued research on the steel as a superior epoxy-coated material.  The mechanical properties of the microalloyed steels were similar to those of conventional steel, indicating that the increased phosphorus content did not affect the mechanical properties.
KW  - Bend tests
KW  - Chromium
KW  - Copper
KW  - Corrosion resistance
KW  - Epoxy coatings
KW  - Heat treatment
KW  - Laboratory tests
KW  - Mechanical properties
KW  - Microalloyed steel
KW  - Phosphorus
KW  - Reinforcing steel
KW  - Tension tests
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003686454&Page=1
UR  - http://ntl.bts.gov/lib/24000/24600/24645/KS029_Final_Rep.pdf
UR  - https://trid.trb.org/view/696476
ER  - 

TY  - ABST
AN  - 01463122
TI  - Endurance Limit of Hot Mix Asphalt Mixtures to Prevent Fatigue Cracking in Flexible Pavements
AB  - Use of the Superpave asphalt binder specification (AASHTO M320) requires short- and long-term aging procedures that accurately and reliably predict or rank the asphalt binder aging that occurs in hot mix asphalt (HMA) during field mixing and compaction and in service. The resources available to the Strategic Highway Research Program (SHRP) asphalt research program did not allow a conclusive investigation of either short- or long-term binder aging, specifically for modified systems. The procedures used in the Superpave mix design method -- the rolling thin film oven test (RTFOT, AASHTO T240) and the pressure-aging vessel (PAV, AASHTO PP1) -- were selected because of previous experience with their use and the promise they showed during development and in very limited validation with unmodified asphalt binders recovered from in-service pavements.  Recent research and experience show that the RTFOT, while satisfactory for unmodified binders, is not an appropriate aging procedure for modified binders. During the test, modified asphalt binder films often do not flow within the rotating bottle, violating the basic premise of the test method, i.e., that the binder is exposed to heated air in a continuously moving thin film. This problem was evaluated in NCHRP Project 9-10, "Superpave Protocols for Modified Asphalt Binders"; that research reached the same conclusion, that the present RTFOT does not adequately simulate the aging of modified asphalt binders that occurs in the field.  Work is underway in NCHRP Project 9-23, "Environmental Effects in Pavement Mix and Structural Design Systems," to (1) verify the estimated period or rate of aging simulated by the current Superpave long-term binder aging and HMA conditioning procedures -- AASHTO PP1 and PP2 -- with data from Long Term Pavement Performance Seasonal Monitoring Program (LTPP SMP) and other relevant field experiments and (2) recommend any revisions to the procedures necessary to better match the laboratory aging to the original estimates. Due to the lack of SMP sections constructed with modified asphalt binders, this effort will necessarily concentrate on the behavior of unmodified materials.  There has been considerable activity in recent years, both in the United States and in other countries, to find a more effective laboratory-aging procedure for asphalt binders. Most of this activity has focused on mimicking the physical property changes that occur during field aging; however, researchers have also considered chemical changes that occur during aging, particularly with respect to the kinetics of long-term field aging. Therefore, the development of new binder aging procedures should preferably consider both short- and long-term aging as well as the physicochemical characterization of the asphalt.  Clearly, a new procedure to properly mimic short-term and long-term aging must be developed that is suitable for routine specification use, is user friendly, and has a short completion cycle. A single procedure, as long as it properly represents both short- and long-term field-aging mechanisms, should ideally replace both the RTFOT and PAV procedures. However, the approach selected in this project is to develop a procedure that is suitable for short-term aging and extendible to long-term aging. The first step, undertaken here, is the identification of potential procedures for calibration and validation with the laboratory aging of HMA mixes. Field calibration and validation will be pursued in future projects. The objectives of this study are to (1) test the hypothesis that there is an endurance limit in the fatigue behavior of HMA mixtures and measure its value for a representative range of HMA mixtures and (2) recommend a procedure to incorporate the effects of the endurance limit into mechanistic pavement design methods.
KW  - Asphalt pavements
KW  - Fatigue strength
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - National Cooperative Highway Research Program
KW  - Pavement cracking
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=972
UR  - https://trid.trb.org/view/1231347
ER  - 

TY  - RPRT
AN  - 00970568
AU  - Polivka, K A
AU  - Faller, R K
AU  - Rohde, J R
AU  - Reid, J D
AU  - Sicking, D L
AU  - Holloway, J C
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - SAFETY PERFORMANCE EVALUATION OF THE NEBRASKA OPEN BRIDGE RAIL ON AN INVERTED TEE BRIDGE DECK
PY  - 2004/01/21
SP  - 102 p.
AB  - Nebraska's Open Concrete Bridge Rail attached to an inverted tee bridge deck system was constructed and full-scale vehicle crash tested.  The reinforcing design of the bridge rail attachment to the bridge deck was evaluated and redesigned prior to construction.  With the redesigned reinforcement details, the 737-mm (29-in.) high bridge rail was constructed 29.57-m (97-ft) long with thirteen bridge posts, each measuring 279-mm (11-in.) wide x 610-mm (24-in.) long x 330-mm (13-in.) high.  Post spacings were 2,438 mm (8 ft) on centers.  A similar system with the bridge rail attached to the deck with vertical reinforcing bars tied to two layers of reinforcement in the bridge deck was previously certified to meet the Test Level 4 (TL-4) evaluation criteria specified in National Cooperative Highway Research Program (NCHRP) Report No. 350 through testing according to American Association of State Highway and Transportation Officials (AASHTO) Performance Level 2 (PL-2) criteria.  Due to this testing, the pickup truck test was the only test necessary to evaluate the safety performance of the bridge rail when attached to thin decks placed on inverted tee bridge girders. Therefore, the research study included one full-scale vehicle crash test using a 3/4-ton pickup truck.  The full-scale test, impacting at a speed of 99.8 km/hr (62.0 mph) and at an angle of 26.6 degrees, was conducted and reported in accordance with the requirements specified in the NCHRP Report No. 350.  The safety performance of the open concrete bridge rail attached to an inverted tee bridge deck was determined to be acceptable according to the TL-4 evaluation criteria specified in NCHRP Report No. 350.
KW  - Bridge railings
KW  - Compliance
KW  - Design
KW  - Impact angle
KW  - Impact tests
KW  - Inverted tee bridge deck
KW  - NCHRP Report 350
KW  - Open concrete bridge rail
KW  - Performance
KW  - Pickup trucks
KW  - Speed
UR  - http://mwrsf.unl.edu/researchhub/files/Report224/TRP-03-133-04.pdf
UR  - https://trid.trb.org/view/696539
ER  - 

TY  - ABST
AN  - 01549320
TI  - Performance Measurement Tool Box and Reporting System for Research Programs and Projects
AB  - The objectives of this research project are to develop (1) a tool box for measuring the performance of applied transportation research programs and projects and (2) a web-based system for reporting the accomplishments of individual state research activities and their aggregate value on a national level.
KW  - National Cooperative Highway Research Program
KW  - Performance evaluations
KW  - Reports
KW  - Research management
KW  - Research projects
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=648
UR  - https://trid.trb.org/view/1339636
ER  - 

TY  - ABST
AN  - 01460690
TI  - Preparation of Educational Materials: Outreach
AB  - A preliminary draft final report was received in November 2004. Panel comments have been forwarded to the contractor. A final report is anticipated in January 2005. It is anticipated that an AASHTO publication will follow in January 2005.
KW  - Education and training
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Security
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=634
UR  - https://trid.trb.org/view/1228908
ER  - 

TY  - ABST
AN  - 01460464
TI  - Effect of Polymer Modified Asphalt Binders on the Performance of the Asphalt Concrete Mixes Used in Hawaii
AB  - The characteristics of the binder in an asphalt concrete mixture have a significant effect on the mixture behavior. The selection of the asphalt binder directly affects some distress modes observed locally in pavements such as rutting, fatigue cracking, and raveling. Not only do these distress modes have adverse effects on the quality of ride that the State DOT is able to provide to the public but also they significantly reduce pavement life. A number of different modified asphalt binders have been developed to improve the rutting, fatigue cracking, and thermal cracking problems of hot mix asphalt (HMA) by altering the properties of the asphalt cement binder. However, existing testing protocols do not currently rank the modified binders relative to their contribution to avoid mixture damage. Further, the literature on mix characterization produced with modified asphalt binders indicates that aggregates distinctly different from the basaltic aggregates found in Hawaii have been used in most studies and that only a limited number of the possible mix combinations have been explored. Even though many advances have been made in the understanding of mixture performance, no universal performance model has been developed that accounts for all the variables that may affect the deterioration processes. Increased traffic demands will place higher demands on the use of higher quality materials and will require tools to evaluate their cost-effectiveness in reducing pavement distresses. Other research studies indicate that producing asphalt concrete mixes with polymer-modified asphalt binders can be a cost-effective way to reduce pavement distress. The proposed research, therefore, aims at: 1) Confirming the inadequacy of existing binder characterization protocols to rank the polymer-modified binders relative to the contribution to mixture damage and validating the usefulness of recently proposed protocols for neat asphalt and polymer-modified asphalt binder characterization; 2) Evaluating, through extensive laboratory testing of asphalt concrete mixes, the improvements in rutting performance of mixes prepared with the different polymer-modified asphalt binders locally available over mixes prepared with neat asphalt binders under different loading and environmental conditions; 3) Providing information useful to produce test sections for field validation and for the development of pavement deterioration models for Hawaii; and 4) Providing an estimate of the life cycle costs associated with the use of modified-asphalt binders and assessing their feasibility for use in Hawaii.
KW  - Asphalt concrete
KW  - Asphalt mixtures
KW  - Cracking
KW  - Fatigue (Mechanics)
KW  - Hawaii
KW  - Mix design
KW  - Pavement distress
KW  - Performance evaluations
KW  - Polymer modified binders
KW  - Polymers
KW  - Research projects
KW  - Rutting
KW  - Thermal degradation
UR  - https://trid.trb.org/view/1228681
ER  - 

TY  - ABST
AN  - 01460701
TI  - Research for the AASHTO Standing Committee on the Environment. Task 12. Design-Build Environmental Compliance Process and Level of Detail Required
AB  - The objective of this study is to compile information about the level of design and environmental approval done prior to bringing on a design-build contractor.
KW  - Compliance
KW  - Design build
KW  - Environmental design
KW  - Environmental impacts
KW  - Information organization
KW  - National Cooperative Highway Research Program
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1548
UR  - https://trid.trb.org/view/1228919
ER  - 

TY  - ABST
AN  - 01570506
TI  - Smart Work Zone Deployment Initiative
AB  - The objective of this project is to test and evaluate new technologies for improving safety and traffic flow through work zones.
KW  - Technological innovations
KW  - Traffic flow
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.pooledfund.org/Details/Study/303
UR  - https://trid.trb.org/view/1362147
ER  - 

TY  - ABST
AN  - 01515376
TI  - Pavement Tools Consortium
AB  - The objective of the Pavement Tools Consortium (PTC) is to develop and use hot mix asphalt (HMA) oriented, computer-based pavement tools. The major focus of the Consortium is the enhancement of pavement-related training and construction. The goal of the PTC is to further develop and provide pavement tools. Examples include: (1) HMA View Database; (2) Interactive Pavement Training CD/DVD (including the Virtual Superpave Laboratory); (3) Computer Simulations; (4) Distance Learning Content and Delivery; and (5) Computation Software (EverFe, EverFlex, etc.). Identification of specific pavement tools and the necessary development efforts will be coordinated through an annual Consortium meeting and electronic communication. The initial collaborative duration is five years. The number of products and versions developed depends on the total annual funding available. The Pavement Interactive can be found at: www.pavementinteractive.org and is the main outcome of this project.
KW  - Databases
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement management systems
KW  - Simulation
KW  - Superpave
KW  - Training
UR  - http://www.pooledfund.org/Details/Study/323
UR  - https://trid.trb.org/view/1300071
ER  - 

TY  - ABST
AN  - 01460917
TI  - Land Use and Transportation Investment Decision Making - Phase 3
AB  - This project is the third phase of projects started in the current biennium. It is looking at the links and disconnects between land use and transportation and how land use impacts the state's transportation investments. This phase will develop land use criteria and transportation performance measures to evaluate how well local jurisdiction land use strategies support efficiency of the transportation system.
KW  - Investments
KW  - Land use
KW  - Land use planning
KW  - Performance evaluations
KW  - Public transit
KW  - Research projects
KW  - State departments of transportation
KW  - Transportation planning
UR  - https://trid.trb.org/view/1229135
ER  - 

TY  - RPRT
AN  - 01512783
AU  - United States Federal Highway Administration
TI  - Interstate 94/Trunk Highway 10, Sherburne, Stearns, and Wright counties : environmental impact statement
PY  - 2004/01//Volumes held: Draft
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/1297107
ER  - 

TY  - RPRT
AN  - 01495190
AU  - Federal Highway Administration
TI  - Federal Lands Highway Post-Construction Safety Reviews
PY  - 2004/01
SP  - 14p
AB  - The FLH Safety Team has conducted one in-depth safety review of projects across the three Federal Lands Divisions every other year. During the December 2002 FLH Safety Team meeting, the team identified the need to perform post-construction field reviews on completed FLH projects. The objective of the post-construction field reviews is to evaluate safety features, including geometrics and the roadside, of completed projects and identify any site conditions that may negatively affect safety in an effort to implement the necessary changes to improve safety. Upon completion of the project reviews in all three Divisions, inspection reports were analyzed to determine if there are common inconsistencies with safety features and performance. The noted safety deficiencies and associated recommendations may be used to develop design guidelines for context sensitive design projects as a tool to aid designers in designing roadway geometrics and selecting roadside hardware under challenging environmental conditions, as well as to train construction personnel to identify and correct common mistakes.
KW  - Context sensitive design
KW  - Federal Lands Highway Program
KW  - Field studies
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
KW  - Post construction reviews
UR  - http://www.cflhd.gov/resources/safety/documents/PostConstructionSafetyReviewsReportF.pdf
UR  - https://trid.trb.org/view/1264183
ER  - 

TY  - RPRT
AN  - 01390531
AU  - Campbell, B J
AU  - Zegeer, C V
AU  - Huang, H H
AU  - Cynecki, M J
AU  - United States. Federal Highway Administration (FHWA). Office of Safety Research and Development
TI  - A review of pedestrian safety in the United States and abroad
PY  - 2004/01
IS  - FHWA-RD-03-042
KW  - Accident analysis
KW  - Accident countermeasure
KW  - Crash analysis
KW  - Crossing the road
KW  - Highway safety
KW  - International comparison
KW  - International comparison
KW  - Law enforcement
KW  - Law enforcement
KW  - Pedestrian
KW  - Pedestrian areas
KW  - Pedestrian facilities
KW  - Pedestrian movement
KW  - Pedestrians
KW  - Road safety
KW  - Road user behaviour
KW  - Road user education
KW  - Traffic safety
KW  - Traffic safety education
KW  - Travel behavior
UR  - http://www.walkinginfo.org/pdf/PedSynth/Ped_Synthesis_Report.pdf
UR  - https://trid.trb.org/view/1158297
ER  - 

TY  - RPRT
AN  - 01100726
AU  - Xi, Yunping
AU  - Abu-Hejleh, Naser
AU  - Asiz, Andi
AU  - Suwito, A
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Various Corrosion Protection Systems of Bridges in Colorado
PY  - 2004/01//Final Report
SP  - 141p
AB  - Corrosion of reinforced concrete structures has been a significant problem for many state and transportation agencies since the application of deicing salts was introduced. Much research has been conducted to develop corrosion protection systems that can prolong the life span of reinforced concrete structures. The Colorado Department of Transportation (CDOT) has several routine and experimental measures to prevent corrosion of the rebar including epoxy-coated rebar, calcium nitrite admixture, organic corrosion inhibitors, a thick cover of quality concrete, and a waterproofing membrane covered by an asphalt overlay. An extensive literature review was performed to collect information on various corrosion protection systems that have been used in the U.S. and around the world. Current CDOT practices in terms of corrosion protection measures were reviewed. A draft inspection plan for Colorado’s bridge structures was proposed. This plan could be further refined in the future to evaluate the performance of routine measures and experimental measures for corrosion protection. Field inspections were conducted for two sets of bridges (total of 16 bridges). One set is for evaluating the corrosion damage in some bridges in the TREX project (a major ongoing highway project in the Denver area), and the other set is for the inspection of various corrosion protection systems that have been used in Colorado. The seven TREX bridges inspected in this project used three corrosion protection methods: epoxy-coated rebar, asphalt overlay, and membranes. Corrosion of steel and corrosion-induced damage in concrete occurred in all bridges except the Dry Creek Bridge, which is relatively new. The degree of corrosion is quite high. Nine other bridges with different corrosion protection systems were inspected to study the effectiveness of these protection methods. Based on the inspection results, the authors can conclude that, in general, corrosion of steel bars in concrete is an existing problem for highway bridges in Colorado. The extent of the problem is quite significant. Among the three most commonly used protection systems (epoxy-coated rebar, corrosion inhibitors, and membranes), the results obtained in the present study are inconclusive for determining which system is better.
KW  - Bituminous overlays
KW  - Calcium nitrite
KW  - Colorado
KW  - Corrosion protection
KW  - Corrosion resistant materials
KW  - Denver (Colorado)
KW  - Epoxy coatings
KW  - Field studies
KW  - Inspection
KW  - Literature reviews
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Waterproofing materials
UR  - http://www.dot.state.co.us/publications/CorrosionProtection/CorrosionProtection.pdf
UR  - https://trid.trb.org/view/860322
ER  - 

TY  - RPRT
AN  - 01075056
AU  - Federal Highway Administration
TI  - U.S. 202, Section ES1 improvements project, Delaware and Chester counties : environmental impact statement
PY  - 2004/01//Volumes held: Draft
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/834450
ER  - 

TY  - RPRT
AN  - 01074847
AU  - Federal Highway Administration
TI  - SR 161/37 improvement, Franklin and Licking counties : environmental impact statement
PY  - 2004/01//Volumes held: Draft, Dsum, Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/834241
ER  - 

TY  - RPRT
AN  - 01074586
AU  - Federal Highway Administration
TI  - Mon/Fayette Transportation Project, PA Route 51 to I-376, Allegheny County : environmental impact statement
PY  - 2004/01//Volumes held: Draft(5v), Final(7v)
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/833980
ER  - 

TY  - RPRT
AN  - 01062234
AU  - Federal Highway Administration
TI  - Interstate 880/92 interchange project, Hayward, Alameda County : environmental impact statement
PY  - 2004/01//Volumes held: Draft, Supplement to the draft, Final(3v)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/821730
ER  - 

TY  - RPRT
AN  - 01025853
AU  - Alagarsamy, Supriya
AU  - Chavez, Cesar Ivan Medina
AU  - Fowler, David  W
AU  - McCullough, B Frank
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Application of PSCP 3.0 Program to Predict Stresses in Prestressed Concrete Pavements
PY  - 2004/01//Technical Report
SP  - 92p
AB  - Prestressed concrete pavements have proved to be extremely cost efficient, to require less maintenance compared with other pavement types, and are now being widely used for both highways and airport runways. In prior research relating to prestressed concrete pavements, the various parameters that are significant in the design of these pavements have been isolated and their effects modeled to predict the resulting stresses and displacements in the pavement slab. This report summarizes an effort to improve the analysis and consequently the design of prestressed concrete pavements. The computer program developed in this study predicts the stresses and displacements in a prestressed pavement slab caused by environmental conditions and wheel loads. The information obtained from the computer program can be used in design to determine the slab thickness, prestress level, and length of slab, so as to keep the resulting stresses under allowable limits. A graphical user interface has been provided for the program for ease of use and better organization of the results obtained. This report gives a detailed account of the changes made to the previous version of PSCP computer program and a listing of the new program and the interface.
KW  - Airport runways
KW  - Computer programs
KW  - Cost effectiveness
KW  - Displacement (Pavements)
KW  - Environmental impacts
KW  - Graphical user interfaces
KW  - Highway maintenance
KW  - Highways
KW  - Pavement design
KW  - Prestressed concrete pavements
KW  - PSCP 3.0 (Computer program)
KW  - Slabs
KW  - Stresses
KW  - Thickness
KW  - Wheel loads
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4035_2.pdf
UR  - https://trid.trb.org/view/782654
ER  - 

TY  - RPRT
AN  - 01013385
AU  - Al-eis, Khader Abu
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Roadware 10-Minute Concrete Mender for PCC Bridge Deck Crack Sealing
PY  - 2004/01//Final Report
SP  - 18p
AB  - To prevent corrosion of reinforcing steel, Wisconsin Department of Transportation (WisDOT) routinely seals cracks in bridge decks as preventive maintenance.  Current methods used to seal cracks are time consuming and costly.  This has resulted in the search for other maintenance solutions.  Several different products have been used to address this issue, but the majority of products currently used are labor intensive and require a lot of time to cure.  In this experimental study, a product called the Roadware 10-Minute Concrete Mender was evaluated.  According to the manufacturer, the 10-Minute Mender has extremely low viscosity for deep penetration into concrete and cures in a wide climate range (from 100 deg F to subzero temperatures).  The product cures in just ten minutes and requires only one or two laborers to do the work.  Based on the feedback from the WisDOT districts that are involved in this study, the 10-Minute Mender has performed very well.  The high cost of the 10-Minute Mender was offset by the ease of application and short time required to cure.  A fairly new product called TK-9030, similar to the 10-Minute Mender in packaging, application, and performance, is also available on the market.  This product was briefly included in this research study.  TK-9030 appears to perform as well as the Roadware 10-Minute Concrete Mender, at less than half the cost.
KW  - Bridge decks
KW  - Costs
KW  - Cracking
KW  - Curing time
KW  - Performance
KW  - Preventive maintenance
KW  - Sealing compounds
KW  - Viscosity
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-02-04tenminutemender.pdf
UR  - https://trid.trb.org/view/767881
ER  - 

TY  - RPRT
AN  - 00988116
AU  - Bilich, C T
AU  - Wood, S L
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF TWO MONITORING SYSTEMS FOR SIGNIFICANT BRIDGES IN TEXAS
PY  - 2004/01
SP  - 74 p.
AB  - Two monitoring systems for bridges were evaluated for use by the Texas Department of Transportation. The first system was designed to increase the quantitative information obtained during a routine inspection of a steel bridge. The miniature, battery-powered data acquisition system selected for study has the ability to record a single channel of strain data and use a rainflow counting algorithm to evaluate the raw data. This system was considered to be particularly useful for evaluating fracture critical bridges. The second system provided long-term monitoring of bridge displacements using global positioning systems (GPS). The accuracy threshold of the GPS data was found to be 3 to 4 mm when the data were averaged for 24 hr. Significantly larger errors were observed for shorter averaging durations when satellite coverage was poor. Both monitoring systems are evaluated in this report.
KW  - Accuracy
KW  - Algorithms
KW  - Bridges
KW  - Data collection
KW  - Dislocation (Geology)
KW  - Evaluation
KW  - Fracture mechanics
KW  - Global Positioning System
KW  - Inspection
KW  - Monitoring
KW  - Steel
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4096_1.pdf
UR  - https://trid.trb.org/view/753758
ER  - 

TY  - CONF
AN  - 00986340
AU  - Federal Highway Administration
TI  - ACTT WORKSHOP, MONTANA: JANUARY 26-28, 2004, MISSOULA, MONTANA
PY  - 2004/01
SP  - 105 p.
AB  - For its Accelerated Construction Technology Transfer (ACTT) workshop (conducted on January-26-28, 2004 in Missoula, Montana), the Montana Department of Transportation selected the US-93 corridor between Evaro and Polson, in Western Montana. The $100 million project is to reconstruct this 90-km (56 mi) stretch of US-93 to upgrade the facility to today's design standards and add capacity.  The project is somewhat unique, for it is entirely located within the Flathead Indian Reservation, the homeland of the Confederated Salish and Kootenai Tribes (CSKT).  The Tribes recognize these lands as their homeland as well as the homeland for a variety of wildlife.  The biggest challenge the project presents is upgrading to best accommodate traffic demands while minimizing impact on wildlife and other culturally sensitive issues.  Another primary challenge is construction under traffic to ensure minimized disruption of tourist traffic, which peaks during the short construction season.
U1  - ACTT Workshop, MontanaFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Montana Department of TransportationMissoula,Montana,United States StartDate:20040126 EndDate:20040128 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Montana Department of Transportation
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Culture (Social sciences)
KW  - Highway capacity
KW  - Highway design
KW  - Highway traffic
KW  - Indian reservations
KW  - Montana
KW  - Native Americans
KW  - Protection
KW  - Road construction
KW  - Social values
KW  - Standards
KW  - Technology transfer
KW  - Tourism
KW  - Travel demand
KW  - Tribal government
KW  - Wildlife
KW  - Workshops
UR  - www.fhwa.dot.gov/construction/accelerated/wsmt04.pdf
UR  - https://trid.trb.org/view/748061
ER  - 

TY  - RPRT
AN  - 00984531
AU  - Sun, X Q
AU  - Wang, Rongben
AU  - Zhang, Z
AU  - University of Louisiana, Lafayette
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - ANALYSIS OF PAST NBI RATINGS TO DETERMINE FUTURE BRIDGE PRESERVATION NEEDS
PY  - 2004/01
SP  - 187 p.
AB  - A bridge management system (BMS) needs an analytical tool that can predict bridge element deterioration and answer questions related to bridge preservation.  PONTIS, a comprehensive BMS software, was developed to serve this purpose.  However, the intensive data requirement in PONTIS has prevented the Louisiana Department of Transportation and Development (LA DOTD), like 40 other state DOTs in the country, from fully utilizing PONTIS modeling capabilities, despite an annual maintenance fee of $25,000 paid to the program developer.  To solve this problem, an innovative approach was developed in this project.  The long-term performance of the bridge system under various alternatives of BMS was evaluated using readily available National Bridge Inventory (NBI) data in PONTIS.  The deterioration process of three elements was thoroughly studied, and the element deterioration models were developed based on these observations.  The bridge preservation plans and associated cost schemes were also developed according to LA DOTD's current practice and available information.  The results from this project have demonstrated that it is feasible and practical to use rich historical NBI data for BMS analysis.  The current LA DOTD $70 million annual budget for bridge systems seems sufficient to meet the preservation need, but it is not adequate for meeting the needs of bridge functional improvement. The bridge preservation plan, if implemented successfully, can maintain the bridge system in good operating condition for a long time under a limited annual budget.
KW  - Bridge management systems
KW  - Bridges
KW  - Louisiana
KW  - National Bridge Inventory
KW  - Pontis (Computer program)
KW  - Preservation
UR  - http://www.ltrc.lsu.edu/pdf/report_377.pdf
UR  - https://trid.trb.org/view/745722
ER  - 

TY  - RPRT
AN  - 00982091
AU  - Federal Highway Administration
TI  - LONG-TERM PAVEMENT PERFORMANCE: REFERENCE LIBRARY
PY  - 2004/01
SP  - v.p.
AB  - This CD-ROM contains ten sections that provide information concerning the long-term pavement performance (LTPP) program. The first section, Library Home, describes the data and information from the program that are available in a variety of forms.  Another section, LTPP: 2003 Year in Review, discusses the accomplishments of the LTPP program in 2003.  Another section, Table Navigator, is an offline version of the online Table Navigator designed for stand-alone use on windows computers.  The remaining seven sections list, respectively, Research Reports, Resource Documents, SHRP-LTPP Reports, Tech Briefs, Product Briefs, Application Notes, and Brochures that have been published as a result of the LTPP program.  Either the reports or abstracts are provided, as well as information for obtaining online or printed copies.
KW  - Brochures
KW  - CD-ROM
KW  - Guides to information
KW  - Long-Term Pavement Performance Program
KW  - Research reports
KW  - Reviews
KW  - Technical reports
UR  - https://trid.trb.org/view/743440
ER  - 

TY  - RPRT
AN  - 00976000
AU  - Federal Highway Administration
TI  - INTELLIGENT TRANSPORTATION SYSTEMS IN WORK ZONES: A CASE STUDY
PY  - 2004/01
SP  - v.p.
AB  - This case study is one in a series of documents that examines the use of Intelligent Transportation Systems (ITS) in work zones.  This case study reflects information gathered in interviews with key personnel on the Big I interstate-interstate interchange reconstruction project in Albuquerque, New Mexico, as well as information and photographs obtained during a site visit.  The use of ITS for the Big I proved to be very successful in mitigating the effects of construction on traffic mobility and safety.  The New Mexico State Highway and Transportation Department plan called for the use of ITS during construction, and also allowed some of the system components to be made a permanent part of the freeway management system for the Big I.  This case study provides information on:  project and system background; system design, selection and implementation; system description and operations; results, including system performance, system evaluation, benefits/impacts, public reception/reaction to the system, and obstacles encountered and lessons learned; and conclusions.
KW  - Albuquerque (New Mexico)
KW  - Benefits
KW  - Case studies
KW  - Evaluation
KW  - Freeway management systems
KW  - Impacts
KW  - Intelligent transportation systems
KW  - Interchanges
KW  - Interstate highways
KW  - Mobility
KW  - Performance
KW  - Reconstruction
KW  - Traffic safety
KW  - Work zone traffic control
UR  - http://www.ops.fhwa.dot.gov/wz/technologies/albuquerque/index.htm
UR  - https://trid.trb.org/view/703687
ER  - 

TY  - RPRT
AN  - 00975953
AU  - Messer, C J
AU  - Sunkari, S R
AU  - Charara, H A
AU  - Parker, R T
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF ADVANCE WARNING SYSTEMS FOR END-OF-GREEN PHASE AT HIGH SPEED TRAFFIC SIGNALS
PY  - 2004/01
SP  - 80 p.
AB  - This report describes a research study that developed an effective advance warning for end-of-green phase at high-speed (>/= 45 mph) traffic signals in Texas.  This report contains the research conducted, hardware developed, and field testing performed on the Advance Warning for End-of-Green System (AWEGS) designed by the Texas Transportation Institute for the Texas Department of Transportation (TxDOT).  Two companion reports present guidance on the design, installation, and operation of AWEGS.  A series of advance warning technologies were tested over the two-year study.  A base Level 1 technology was initially proposed using "trailing overlaps" to provide a fixed amount of advance warning of the end-of-green phase, but this method was rejected because it gave up existing dilemma zone protection.  A new Level 1 technology, using average speed while still predicting when the traffic-actuated controller would gap-out, was substituted.  More advanced AWEGS technologies (Level 2) added vehicle typing (car, truck) and individual speed measurement to better estimate when the signal controller would gap-out.  AWEGS was field tested at two sites in Waco and Brenham, Texas.  The Waco site was a high-speed, two-lane rural road.  The second site was a high-speed four-lane divided highway located on the US 290 bypass of Brenham, Texas.  AWEGS reduced red-light-running, during the targeted first 5 seconds of red, by 40 to 45%.  Level 2 AWEGS is much preferred because it also minimizes negative impact on the existing traffic-actuated controller, and it provides new and effective dilemma zone protection for trucks and very high-speed cars.
KW  - Advance traffic warning devices
KW  - Brenham (Texas)
KW  - Development
KW  - Dilemma zone
KW  - Divided highways
KW  - Field tests
KW  - Four lane highways
KW  - Green interval (Traffic signal cycle)
KW  - Prevention
KW  - Red light running
KW  - Research
KW  - Rural highways
KW  - Traffic actuated controllers
KW  - Traffic control
KW  - Traffic speed
KW  - Two lane highways
KW  - Waco (Texas)
KW  - Warning systems
UR  - http://tti.tamu.edu/documents/0-4260-4.pdf
UR  - https://trid.trb.org/view/702731
ER  - 

TY  - RPRT
AN  - 00975828
AU  - Owen, S R
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ARIZONA INTELLIGENT VEHICLE RESEARCH PROGRAM - PHASE THREE: 2002-2003
PY  - 2004/01
SP  - 160 p.
AB  - This report covers Phase Three of a long-term advanced vehicle research program of the Arizona Department of Transportation (ADOT) and its Arizona Transportation Research Center (ATRC). The primary focus of the research has evolved to topics in winter operations.  Phase Three, the fifth year of this program, included the 2002-03 winter season.  Phase One of this research (1997-2000) began with intelligent-vehicle concept demonstrations relevant to Arizona's specific transportation needs.  These early efforts led to a joint program with California to field-test the Caltrans advanced snowplow (ASP) in Arizona conditions.  In 1999 and 2000, over two winters, ADOT crews evaluated California's ASP lane guidance system in four-week test cycles at a three-mile long two-way test loop of embedded roadway magnets near Flagstaff.  In Phase Two (2000-01), the key goal was to acquire and test a driver-assistance system for an ADOT snowplow.  The project selected the 3M Lane Awareness System, and installed 5 miles of 3M magnetic striping tape at a second test site.  The partnership with Caltrans was continued to compare both guidance concepts in similar operating conditions.  However, system problems with both research snowplows reduced the ability of ADOT and its partners to evaluate either concept.  In Phase Two(b), the 2001-02 winter, ADOT's test and evaluation plans were successful, as the technical issues of the previous winter had been resolved.  The key goal of side-by-side plowing operations was hampered by a lack of snowfall during the test period, and the ADOT-3M snowplow's field tests were limited to only a few storms all winter.  Overall, both concepts proved their effectiveness and reliability in 2001-02, but the mild weather did not allow the project to document their performance. At this point it was clear to ADOT that the cost of either system was prohibitive, and the research focus for 2002-03 was shifted from roadway-based guidance concepts to commercial on-board warning systems.  In the current Phase Three (2002-03), ADOT expanded the research activities to the "I-40 Corridor" districts east and west of Flagstaff.  The project equipped seven snowplows with either collision warning radar or passive infrared night vision, at a much more practical level of cost. With these new units in service on seven snowplow routes across northern Arizona, the project determined winter performance results for both of the commercial on-board warning systems. Despite a mild winter, results for the warning radar were positive overall, but ice buildup in storms hampered the night vision system.  Both of these systems were judged to be effective and operationally successful, with certain limitations.  Their field deployment in northern Arizona will be extended with some refinements for the 2003-04 winter season.
KW  - Crash avoidance systems
KW  - Field tests
KW  - Infrared radiation
KW  - Intelligent vehicles
KW  - Night vision devices
KW  - Onboard warning systems
KW  - Performance
KW  - Radar
KW  - Snowplows
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/24000/24800/24841/AZ473-4.pdf
UR  - https://trid.trb.org/view/702610
ER  - 

TY  - RPRT
AN  - 00975813
AU  - McKenzie, L S
AU  - Applied Technology Research Corporation
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - DOTD CUSTOMER SATISFACTION SURVEY
PY  - 2004/01
SP  - 61 p.
AB  - The Louisiana Department of Transportation and Development (DOTD) conducted this customer satisfaction survey to determine levels of satisfaction overall and with select components of the state maintained highway system.  An A, B, C, D and F letter grading scale was used to determine level of satisfaction.  The proportion of customers considered as being satisfied was calculated by summing the percent responding A, B and C.  In addition to the level of satisfaction, a numeric score and overall letter grade were tabulated for the system overall and for each system component.  Interviews were completed with 1,600 DOTD customers between May 19 and June 9, 2003.  Customers were defined as Louisiana registered voters who hold a valid Louisiana driver's license and have driven on the state highway system within the past year.  Overall, DOTD received a C+ grade based on an 84% satisfactory rating among customers.  Customer satisfaction levels ranged from a high of 89% on major bridges (B-) and safety (C+) to a low of 69% (C) on pavement conditions. Communications, congestion (traffic flow), and maintenance were the other components receiving a letter grade of C+ based on satisfaction ratings of 84%, 86% and 82%, respectively.  An overall grade of C was given to the work zone component (satisfaction rating of 76%) and to the state highway system overall (64% satisfaction rating).
KW  - Bridges
KW  - Communications
KW  - Customer satisfaction
KW  - Highway maintenance
KW  - Highway safety
KW  - Interviewing
KW  - Louisiana Department of Transportation and Development
KW  - Pavements
KW  - State highways
KW  - Surveys
KW  - Traffic congestion
KW  - Work zones
UR  - http://www.ltrc.lsu.edu/pdf/report_387.pdf
UR  - https://trid.trb.org/view/702597
ER  - 

TY  - RPRT
AN  - 00974983
AU  - Cooner, S A
AU  - Wooldridge, M D
AU  - Fitzpatrick, K
AU  - Crawford, J A
AU  - Ford, G L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - OPERATIONS AND SAFETY AROUND SCHOOLS: OVERVIEW OF PROJECT ACTIVITIES AND FINDINGS
PY  - 2004/01
SP  - 126 p.
AB  - The state of Texas, particularly the large urban areas, has experienced considerable population growth in recent years. This growth has produced new schools in areas near highways originally designed for low volumes and relatively high speeds. Another trend is the higher proportion of children being transported to and from schools in private vehicles.  These realities, and many of the other issues associated with traffic around schools, make it important to aggressively consider the design of roadways within and around schools to ensure the safest possible traffic environment.  Equally important is the consideration of the location and design of the school site, preferably during the planning stages, in order to establish safe and efficient operations.  The Texas Department of Transportation (TxDOT) is currently focusing attention on these issues through its Precious Cargo Program.  Precious Cargo allows TxDOT staff to review school site plans and make recommendations before they are built.  Since the program's inception, more than 180 schools in 70 various school districts statewide have seen traffic safety improvements around their schools or future school sites.  This report provides an overview of the project activities and findings.  In the first year, researchers performed a state-of-the-practice literature review; conducted interviews and surveys with architects, school district personnel, and consulting engineers with considerable experience in school site planning and design; conducted surveys of site review practices of TxDOT and municipal engineers; examined findings and observations from case studies of 14 school campuses; and reviewed existing guidelines.  In the second year, the research team conducted field studies at 20 school sites concentrating on operations and conflicts in parent pick-up and drop-off areas.  Based on the findings, researchers developed school site planning and design guidelines for transportation-related elements such as site selection, general site requirements and design, bus operations, parent drop-off/pick-up zones, driveways, turn lanes, signing and marking, parking, and pedestrian and bicycle access.
KW  - Bicycle facilities
KW  - Case studies
KW  - Driveways
KW  - Drop-off/pick-up zones
KW  - Field studies
KW  - Guidelines
KW  - Interviewing
KW  - Literature reviews
KW  - Parking
KW  - Pedestrian areas
KW  - Planning and design
KW  - Road markings
KW  - School bus operations
KW  - Schools
KW  - State of the practice
KW  - Surveys
KW  - Texas
KW  - Traffic control
KW  - Traffic safety
KW  - Traffic signs
KW  - Turning lanes
UR  - http://tti.tamu.edu/documents/0-4286-3.pdf
UR  - https://trid.trb.org/view/698313
ER  - 

TY  - RPRT
AN  - 00974823
AU  - Anderson, I L
AU  - Bell, L C
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - PRIME CONTRACTOR PREQUALIFICATION AND PERFORMANCE EVALUATION
PY  - 2004/01
SP  - 81 p.
AB  - State departments of transportation utilized varied approaches to evaluating the contractor's capability and capacity to execute a given project.  The approaches typically include prequalification questionnaires and bonding requirements. However, many state departments of transportation have concluded that prequalification questionnaires and bonding requirements do not effectively predict the contractor's potential to execute quality work.  The objective of the research documented in this report was to develop a contractor performance evaluation system that would be tied to contractor prequalification.  The research methodology consisted of an extensive literature review and a symposium that featured a speaker from the Kentucky Transportation Cabinet (KTC).  The performance evaluation system developed for the KTC appeared to contain many elements of the system desired by South Carolina, and was therefore used as an initial template for the development of the South Carolina performance evaluation system.  A contractor performance evaluation questionnaire, consisting of 22 questions with associated numerical ratings, was developed to address issues including safety, timely project completion, subcontractor and utility coordination, public relations, work quality, and project management.  A second evaluation questionnaire was developed whereby the contractor could evaluate South Carolina Department of Transportation (SCDOT) project administration personnel.  The 15 numerical rating questions in this survey addressed issues including quality of plans and specifications, response to requests, skill of SCDOT personnel, timeliness of approvals, and effectiveness of conflict resolution.  The report also documents a recommended performance evaluation implementation procedure that addresses frequency of evaluation submissions, adjustments for multiple projects, project complexity, rating calculations, and an appeal procedure.
KW  - Conferences
KW  - Contractors
KW  - Literature reviews
KW  - Performance evaluations
KW  - Prequalifications
KW  - Questionnaires
KW  - State departments of transportation
UR  - https://trid.trb.org/view/698236
ER  - 

TY  - RPRT
AN  - 00974288
AU  - Agent, K R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - EVALUATION OF THE ET2000 GUARDRAIL END TREATMENT
PY  - 2004/01
SP  - 27 p.
AB  - The objective of this study was to report the results of the monitoring of the performance of the ET2000 guardrail end treatment in traffic crashes.  This end treatment has an energy absorbing design in which a vehicle will push a guardrail extruder back as posts designed to break away are broken.  The W-beam guardrail is flattened as it goes through the extruder and exits a slot away from traffic.  Data for a total of 135 collisions involving the ET2000 were identified.  A crash report was obtained in the majority of crashes and the damaged guardrail was inspected in almost all cases.  The involved vehicle was inspected when available.  Proper or improper performance of end treatments in the collisions were judged, when a police report was available, based on whether it performed as designed.  Field performance of the ET2000, as documented in traffic crashes, shows that, considering all the impacts, this end treatment has performed properly.  In some instances the end treatment bent, rather than being pushed straight back, during the collision.  This could typically be related to the angle at which the impact occurred.  Results warrant continued use of this type of end treatment.  However, its cost compared to other end treatments would not justify a widespread use on all types of highways.
KW  - Cost effectiveness
KW  - Crash reports
KW  - Guardrail terminals
KW  - Performance
UR  - https://trid.trb.org/view/698051
ER  - 

TY  - RPRT
AN  - 00974215
AU  - Roque, R
AU  - Birgisson, B
AU  - Tia, M
AU  - Kim, B
AU  - CUI, Z
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDELINES FOR USE OF MODIFIERS IN SUPERPAVE MIXTURES: VOLUME 2 OF 3 VOLUMES: USE OF BINDER RHEOLOGY TO PREDICT THE CRACKING PERFORMANCE OF SBS MODIFIED MIXTURES
PY  - 2004/01
SP  - 151 p.
AB  - A laboratory investigation was conducted to identify and evaluate the relationships between binder stiffness and mixture stiffness that could be used to predict the effects of polymer-modified binder on mixture cracking performance once mixture properties are determined with unmodified binder.  This work was part of a larger study that was evaluating the effects and cost-benefits of using polymer-modified mixtures.  The laboratory investigation was conducted with both unmodified binders and Styrene Butadiene Styrene (SBS) modified binders. Both types of binders included extracted binders from short-term oven aged (STOA) mixtures and the virgin binders after rolling thin film oven test (RTFOT).  The binders were tested with bending beam rheometer (BBR) and dynamic shear rheometer (DSR) to obtain properties over a range of temperatures.  Properties of the binders that were tested and evaluated include creep at low temperatures and complex modulus and phase angle at intermediate and high temperatures.  These properties were used to construct the creep compliance master curve of the binders. Mixture creep compliance was measured at multiple temperatures using the Superpave Indirect Tensile Test (IDT).  Test results were used to develop and evaluate the potential use of binder-to-mixture stiffness relationships.  Test results indicate that there is no single binder-to-mixture stiffness relationship that is suitable for multiple temperatures.  At each temperature in this study, there was one binder-to-mixture stiffness relationship.  It appears that microdamage develops in mixtures upon cooling to temperatures below 20 deg C, which affects mixture response in a way that is not captured by binder test results.  For any given temperature, it appears the modified binder behaves more stiffly in the mix than would be predicted by the unmodified binder-to-mixture stiffness relationship.  Although this yields conservative estimates of cracking performance, it may not give enough credit to the modification.
KW  - Asphalt mixtures
KW  - Binders
KW  - Complex modulus
KW  - Compliance
KW  - Cracking
KW  - Creep tests
KW  - Indirect tensile test
KW  - Laboratory tests
KW  - Phase angle
KW  - Polymer asphalt
KW  - Rheology
KW  - Stiffness
KW  - Styrene butadiene styrene
KW  - Superpave
KW  - Temperature
UR  - https://trid.trb.org/view/697984
ER  - 

TY  - RPRT
AN  - 00974216
AU  - Roque, R
AU  - Birgisson, B
AU  - Tia, M
AU  - Kim, B
AU  - CUI, Z
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDELINES FOR USE OF MODIFIERS IN SUPERPAVE MIXTURES: VOLUME 3 OF 3 VOLUMES: EVALUATION OF GROUND-TIRE-RUBBER (GTR)
PY  - 2004/01
SP  - 80 p.
AB  - A laboratory investigation was conducted to evaluate the effect of ground-tire-rubber (GTR) on Superpave mixes as part of an ongoing research project to investigate the effects of asphalt modifiers on Superpave mixes.  This report evaluates the effects of GTR on Superpave mixes, and its possible usage in dense graded structural layers.  The laboratory investigation was conducted with GTR passing mesh size #80 with AC-30 as a base binder.  Aggregates used include white rock and Cabbage Grove limestone.  Hot Mix Asphalt (HMA) mixes were produced for three traffic levels (low, intermediate, and high) using the Superpave mix design procedure.  The samples were tested with the Servopac gyratory compactor and also the Superpave Indirect Tensile Test method.  Parameters of the samples that were tested and evaluated include the resilient modulus, indirect tensile strength, creep compliance, fracture energy density, and failure strain.  The test results indicate that the addition of GTR to asphalt mixes seems to improve its resistance to permanent deformation and also permits the addition of more binder without substantial loss in the shear resistance of the HMA mixes, and also without binder drain-down, which sometimes occurs during the construction of HMA pavements.  However, the addition of GTR reduces the fracture energy and failure strain at intermediate temperatures, which seems to suggest that the GTR reduces the cracking performance (or resistance) of HMA mixes.
KW  - Asphalt mixtures
KW  - Compliance
KW  - Cracking
KW  - Creep
KW  - Crumb rubber
KW  - Fracture energy
KW  - Gyratory testing machines
KW  - Hot mix asphalt
KW  - Indirect tensile test
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Performance
KW  - Rutting
KW  - Strain (Mechanics)
KW  - Superpave
KW  - Tensile strength
UR  - https://trid.trb.org/view/697985
ER  - 

TY  - RPRT
AN  - 00974214
AU  - Roque, R
AU  - Birgisson, B
AU  - Tia, M
AU  - Kim, B
AU  - CUI, Z
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDELINES FOR USE OF MODIFIERS IN SUPERPAVE MIXTURES: EXECUTIVE SUMMARY AND VOLUME 1 OF 3 VOLUMES: EVALUATION OF SBS MODIFIER
PY  - 2004/01
SP  - 146 p.
AB  - A laboratory investigation was conducted to evaluate the effects of Styrene Butadiene Styrene (SBS) polymer modification on the cracking resistance and healing characteristics of Superpave mixtures.  Asphalt mixtures with low and high design asphalt contents using unmodified and SBS modified asphalt cements were produced in the laboratory.  Tests performed with the Superpave Indirect Tensile Test (IDT) included resilient modulus tests, creep tests, repeated load fracture tests, healing tests, strength tests at two loading rates, as well as longer-term creep tests to failure.  The test results showed that the benefit of SBS modifiers to mixture cracking resistance appeared to be derived primarily from a reduced rate of micro-damage accumulation.  The reduced rate of damage accumulation was reflected in a lower m-value without a reduction in fracture limit.  However, SBS modifier does not appear to influence healing or aging of asphalt mixture.  Therefore, it was shown that the benefits of the SBS modifier were clearly identified by using the Hot Mix Asphalt (HMA) fracture model, which accounts for the combined effects of m-value and fracture energy limit on cracking resistance.  It was also determined that the residual dissipated energy as determined from Superpave IDT strength tests appears to be uniquely associated with the presence and benefit of SBS modification, and may provide a quick way to make relative comparisons of cracking performance.  Longer-term creep tests showed that time to crack initiation appeared to provide another parameter uniquely related to the effects of SBS modification.  Cost analyses indicate that the construction cost of asphalt concrete (AC) layer would be reduced by using SBS modifier.  Consequently, the use of SBS modified mixtures was clearly justified.  In conclusion, the key to characterizing the effects of SBS modifier on the cracking resistance of asphalt mixture is in the evaluation of the combined effects of creep and failure limits.
KW  - Aging (Materials)
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Costs
KW  - Cracking
KW  - Creep tests
KW  - Fracture tests
KW  - Indirect tensile test
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Polymer asphalt
KW  - Repeated loads
KW  - Styrene butadiene styrene
KW  - Superpave
UR  - https://trid.trb.org/view/697983
ER  - 

TY  - RPRT
AN  - 00974199
AU  - Farrag, K
AU  - Morvant, M
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - EVALUATION OF INTERACTION PROPERTIES OF GEOSYNTHETICS IN COHESIVE SOILS: LAB AND FIELD PULLOUT TESTS
PY  - 2004/01
SP  - 110 p.
AB  - The considerable increase of using geosynthetics in mechanically stabilized earth (MSE) walls has raised the need to evaluate their interface shear strength and pullout properties in various types of backfills.  This report investigates the use of a marginal silty-clay soil of medium plasticity as a suitable backfill in MSE walls.  The interface parameters between the geosynthetics and the soil were evaluated in pullout tests.  The testing program included performing laboratory and field pullout tests on four types of geogrids and three types of geotextiles. Laboratory pullout tests were carried out using the large pullout testing equipment at the Louisiana Transportation Research Center (LTRC).  Field pullout tests were performed in a test section of the LTRC full-scale reinforced test wall.  The pullout test section contained geogrid and geotextile specimens at various wall elevations.  The testing program evaluated the effect of reinforcement type, length, and confining pressure on the pullout resistance.  Laboratory and field tests were performed using the same type of soil at a similar density and moisture content.  Laboratory and field results compared well for the extensible reinforcements of medium to low stiffness modulus.  However, field pullout results were significantly higher than laboratory results for the rigid geogrids.  The pullout resistance factor and the scale effect correction factor were established for the geogrid and geotextile specimens. These values can be used to determine the pullout resistance of these types of geosynthetics at various confining pressures and specimen lengths.
KW  - Backfill soils
KW  - Cohesive soils
KW  - Density
KW  - Field tests
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Laboratory tests
KW  - Mechanically stabilized earth
KW  - Moisture content
KW  - Pull out test
KW  - Shear strength
KW  - Silty clays
UR  - http://www.ltrc.lsu.edu/pdf/report_380.pdf
UR  - https://trid.trb.org/view/697968
ER  - 

TY  - RPRT
AN  - 00974182
AU  - Adeli, H
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - IDENTIFICATION OF BRIDGES IN BARS DATABASE RATED BY WSD METHOD AND AN INTELLIGENT DECISION SUPPORT SYSTEM TO CONVERT THE WSD-BASED RATING TO LFD-BASED RATING
PY  - 2004/01
SP  - 72 p.
AB  - An intelligent decision support system (IDSS) has been developed to help bridge engineers convert a Working Stress Design (WSD) based bridge rating to the Load Factor Design (LFD) based rating using two different soft computing approaches:  case-based reasoning (CBR) and artificial neural networks.  The former is used to predict the lateral bracing requirements and the latter is used to determine the LFD-based section properties.  The LFD-based rating of steel bridges requires a detailed description of the steel girder's geometric properties that may not be available.  A counterpropagation neural (CPN) network model is presented for estimating the detailed section properties of steel bridge girders needed in the LFD-based rating based on the three cross-sectional properties used in the WSD-based rating of bridges: cross-section area, moment of inertia, and section modulus.  It is demonstrated that with proper training of the CPN network using both standard wide-flange shapes and representative plate girder data, the proposed model can generate the detailed section properties needed for LFD-based rating of steel bridges accurately.  The training set for the CPN network was based on the AISC W-shape database plus 100 plate girder designs.  It can be readily extended to include additional plate girder designs.  The CBR module for determining the steel bridge girder lateral bracing requirements is developed using lateral bracing design data from the Ohio Department of Transportation standard bridge design drawings dating as far back as 1939 and as recently as 1997.  The IDSS has been developed using the object-oriented features of Microsoft Visual Basic and the spreadsheet program, Microsoft Excel (the version released in 2000).  The computational models and the IDSS created in this research can be used by bridge engineers as an intelligent decision support system to convert the WSD-based bridge rating to LFD-based bridge rating substantially faster than the conventional approach.
KW  - Bridges
KW  - Case based reasoning
KW  - Decision support systems
KW  - Girders
KW  - Load factor
KW  - Neural networks
KW  - Steel
KW  - Working stress design
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A54908944
UR  - https://trid.trb.org/view/697953
ER  - 

TY  - SER
AN  - 00974128
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - INCREMENTAL COSTS AND PERFORMANCE BENEFITS OF CONCRETE PAVEMENT DESIGN FEATURES
PY  - 2004/01
SP  - 4 p.
AB  - This TechBrief summarizes the findings presented in the report, "Incremental Costs and Performance Benefits of Concrete Pavement Design Features" (FHWA-HRT-04-044).  The primary product developed under this project and presented in the report is a software analysis tool that can evaluate the relative performance benefits and costs associated with adding different design features to a portland cement concrete (PCC) pavement design.  The tool is for pavement designers who are interested in comparing costs versus performance associated with the selection of design features during the PCC pavement design process.  This software is only a computational tool.  It is not intended to provide absolute answers on the effect of different design features, but rather to offer insight into general performance and cost trends associated with the use of different design features.
KW  - Benefits
KW  - Concrete pavements
KW  - Costs
KW  - Design features
KW  - Pavement design
KW  - Pavement performance
KW  - Software
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/04045/index.cfm
UR  - https://trid.trb.org/view/701568
ER  - 

TY  - RPRT
AN  - 00974121
AU  - Bligh, R P
AU  - Seckinger, N R
AU  - Abu-Odeh, A Y
AU  - Roschke, P N
AU  - Menges, W L
AU  - Haug, R R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DYNAMIC RESPONSE OF GUARDRAIL SYSTEMS ENCASED IN PAVEMENT MOW STRIPS
PY  - 2004/01
SP  - 166 p.
AB  - Pavement mow strips are being used to combat vegetation growth around guardrail posts.  However, the effect of pavement post encasement on the crashworthiness of strong post guardrail systems has not been investigated.  In this paper, the authors examined the performance of these systems using experimental testing and numerical simulation.  Mow strip dimensions, materials, and depths are considered in addition to the presence of "leave-out" sections around posts.  Seventeen configurations of wood and steel guardrail posts embedded in various mow strip systems and confinement conditions were subjected to dynamic impact testing with a bogie vehicle.  The dynamic impact tests were numerically simulated, and full-scale mow strip system models were assembled using the validated subcomponent models. Based on predictive numerical simulations, the authors selected a concrete mow strip with grout-filled leave-outs for full-scale crash testing.  Crash tests of a steel post guardrail system and wood post guardrail system encased in the selected mow strip configuration were successful, and implementation recommendations are provided.
KW  - Concrete mow strips
KW  - Crashworthiness
KW  - Grout-filled leave-outs
KW  - Guardrails
KW  - Impact tests
KW  - Implementation
KW  - Maintenance
KW  - Mow strips
KW  - Performance
KW  - Posts
KW  - Recommendations
KW  - Roadside
KW  - Simulation
KW  - Steel
KW  - Vegetation
KW  - Wood
UR  - http://tti.tamu.edu/documents/0-4162-2.pdf
UR  - https://trid.trb.org/view/697893
ER  - 

TY  - RPRT
AN  - 00974110
AU  - Abu-Farsakh, M Y
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - EVALUATION OF CONSOLIDATION CHARACTERISTICS OF COHESIVE SOILS FROM PIEZOCONE PENETRATION TESTS
PY  - 2004/01
SP  - 124 p.
AB  - The piezocone penetration test (PCPT) has gained wide popularity and acknowledgement as a preferred in-situ device for subsurface investigation and soil characterization.  The PCPT measurements can be utilized for soil identification and the evaluation of different soil parameters.  Different interpretation methods have been proposed to evaluate the strength and consolidation parameters of cohesive soils utilizing the piezocone penetration and dissipation test data.  This report presents the evaluation of the capability of the current PCPT interpretation methods to reasonably predict the consolidation parameters needed to predict the total and time rate of settlement of cohesive soils. Seven sites in Louisiana were selected for this study.  In each site, in-situ PCPT tests were performed and soundings of cone tip resistance, sleeve friction and pore pressures were recorded.  Dissipation tests were also conducted at different penetration depths.  High quality shelby tube samples were collected close to the PCPT tests and used to carry out a comprehensive laboratory testing program including unconfined compression test, triaxial test and one-dimensional oedometer consolidation test.  The tangent constrained modulus, overconsolidation ratio and the vertical coefficient of consolidation, predicted using the different interpretation methods, were compared with the reference values determined from the laboratory consolidation tests.  Results of this study showed that the consolidation parameters of soils can be reasonably predicted from the piezocone penetration and dissipation test data, and hence provide a continuous profile of these parameters with depth.  The results of this study were verified by comparing the predicted settlements from PCPT methods with the laboratory calculated and field measured settlements in three selected sites.
KW  - Cohesive soils
KW  - Compression tests
KW  - Consolidation
KW  - Field tests
KW  - Ground settlement
KW  - Laboratory tests
KW  - Oedometers
KW  - Piezocone penetration tests
KW  - Pore pressure
KW  - Rate of settlement
KW  - Samples
KW  - Triaxial shear tests
UR  - http://www.ltrc.lsu.edu/pdf/report_386.pdf
UR  - https://trid.trb.org/view/697888
ER  - 

TY  - RPRT
AN  - 00973000
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - PLANNING FOR TRANSPORTATION IN RURAL AREAS UPDATE 2004
PY  - 2004/01
SP  - 96 p.
AB  - This report is an invaluable resource tool for rural planners, city and county engineers, stakeholders, local officials, and other decision makers involved with developing successful rural transportation  plans.  It provides information and references for rural transportation planners to develop a planning process that best suits local circumstances.  It is intended to foster a better understanding of the characteristics, issues, and trends affecting local circumstances.  It is intended to foster a better understanding of the characteristics, issues, and trends affecting rural transportation systems and the benefits of good rural system planning.  It provides approaches and case study profiles for public consultation, environmental review, transit system planning, intelligent transportation system planning, and access management.  This four chapter report provides an overview of rural America and a discussion of federal rural transportation planning and policy, followed by a section on the responsibility for rural planning, and a final section on successful rural transportation planning.  Appendices provide additional information and resources including: basic steps used to develop transportation plans; introduction to rural intelligent transportation systems, access management, and transit system planning; case study profiles of successful rural transportation planning; a list of World-Wide-Web resources; and a glossary of transportation planning terms.
KW  - Case studies
KW  - Development
KW  - Guides to information
KW  - Intelligent transportation systems
KW  - Planning
KW  - Rural transportation
UR  - http://www.fhwa.dot.gov/planning/rural/planningfortrans/ruralguide.pdf
UR  - http://ntl.bts.gov/lib/36000/36100/36144/ruralguide.pdf
UR  - https://trid.trb.org/view/697438
ER  - 

TY  - RPRT
AN  - 00972206
AU  - Campbell, B J
AU  - Zegeer, C V
AU  - Huang, H H
AU  - Cynecki, M J
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - A REVIEW OF PEDESTRIAN SAFETY RESEARCH IN THE UNITED STATES AND ABROAD
PY  - 2004/01
SP  - 150 p.
AB  - The purpose of this report is to provide an overview of research studies on pedestrian safety in the United States; some foreign research is also included.  Readers will find details of pedestrian crash characteristics, measures of pedestrian exposure and hazard, and specific roadway features and their effects on pedestrian safety.  Such features include crosswalks and alternative crossing treatments, signalization, signing, pedestrian refuge islands, provisions for pedestrians with disabilities, bus stop location, school crossing measures, reflectorization and conspicuity, grade-separated crossings, traffic-calming measures, and sidewalks and paths.  Pedestrian educational and enforcement programs also are discussed.  This report is an update resulting from two earlier reports.  The most recent was "Synthesis of Safety Research: Pedestrians," by C.V. Zegeer (FHWA-SA-91-034, Aug. 1991).  The earlier work was Chapter 16, "Pedestrian Ways," by R.C. Pfefer, A. Sorton, J Fegan, and M.J. Rosenbaum, which was published by the Federal Highway Administration in "Synthesis of Safety Research Related to Traffic Control and Roadway Elements" (from Volume 2, Dec. 1982).  This updated report includes results from numerous studies, foreign and domestic.  A review of pedestrian safety research from Australia, Canada, the Netherlands, Sweden, and the United Kingdom is given in Appendix A, which can be found at:  www.walkinginfo.org/rd/international.htm.
KW  - Australia
KW  - Bus stops
KW  - Canada
KW  - Crash characteristics
KW  - Crash exposure
KW  - Crosswalks
KW  - Grade separations
KW  - Hazards
KW  - Location
KW  - Netherlands
KW  - Pedestrian education
KW  - Pedestrian refuge islands
KW  - Pedestrian safety
KW  - Pedestrian signs
KW  - Pedestrian-vehicle crashes
KW  - Persons with disabilities
KW  - Reflectivity
KW  - Research
KW  - School crossings
KW  - Sidewalks
KW  - Signalization
KW  - Sweden
KW  - Traffic calming
KW  - Traffic law enforcement
KW  - United Kingdom
KW  - United States
KW  - Visibility
KW  - Walkways
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/03042/
UR  - http://www.walkinginfo.org/pdf/PedSynth/Ped_Synthesis_Report.pdf
UR  - http://ntl.bts.gov/lib/24000/24700/24702/Ped_Synthesis_Report.pdf
UR  - https://trid.trb.org/view/697038
ER  - 

TY  - RPRT
AN  - 00970624
AU  - Baker, R
AU  - DeFries, T
AU  - Ezekoye, D K
AU  - HALL, M
AU  - Kishan, S
AU  - Machemehl, R
AU  - MATTHEWS, R
AU  - Prozzi, Jolanda
AU  - Wheat, H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TXDOT EMULSIFIED DIESEL FINAL REPORT
PY  - 2004/01
SP  - 455 p.
AB  - The results of an extensive study of a specific emulsified diesel fuel, PuriNOx, is reported.  This study evaluates the continued use of PuriNOx by the Texas Department of Transportation's (TxDOT's) Houston District and possible extension to the AGC contractors in the Houston area.  The evaluation criteria were:  health risks (relative to diesel fuel), safety (both highway safety and fire hazards), performance failure (compatibility of equipment with PuriNOx and ability to perform the required tasks), and cost effectiveness. It was found that summer-grade PuriNOx is suitable for use in most, but not all, equipment based upon health risks, safety, and ability to perform the required tasks.  Therefore, cost effectiveness is the major criterion for the use of PuriNOx by the TxDOT and AGC fleets in the Houston area.  The cost effectiveness of PuriNOx was also compared to alternative NOx control techniques.  It is found that use of Texas Low Emission Diesel is more cost effective than PuriNOx.  However, it is believed that PuriNOx may be an excellent method for NOx control by fleets for which the equipment is used at least twice per week and that do not operate at very high loads often enough that productivity will suffer.
KW  - Air quality
KW  - Construction and maintenance equipment
KW  - Cost effectiveness
KW  - Diesel fuels
KW  - Emulsified diesel fuels
KW  - Emulsions
KW  - Evaluation and assessment
KW  - Health hazards
KW  - Houston (Texas)
KW  - Nitrogen oxides
KW  - Performance
KW  - Safety
KW  - Vehicle fleets
UR  - http://www.utexas.edu/research/ctr/pdf_reports/4576_3.pdf
UR  - https://trid.trb.org/view/696596
ER  - 

TY  - RPRT
AN  - 00970563
AU  - Cooner, S A
AU  - Fitzpatrick, K
AU  - Wooldridge, M D
AU  - Ford, G L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TRAFFIC OPERATIONS AND SAFETY AT SCHOOLS: RECOMMENDED GUIDELINES
PY  - 2004/01
SP  - 80 p.
AB  - The state of Texas, particularly the large urban areas, has experienced considerable population growth in recent years. This growth has produced new schools in areas near highways originally designed for low volumes and relatively high speeds. Another trend is the higher proportion of children being transported to and from schools in private vehicles.  These realities, and many of the other issues associated with traffic around schools, make it important to aggressively consider the design of roadways within and around schools to ensure the safest possible traffic environment.  Equally important is the consideration of the location and design of the school site, preferably during the planning stages, in order to establish safe and efficient operations.  The Texas Department of Transportation (TxDOT) is currently focusing attention on these issues through its Precious Cargo Program.  Precious Cargo allows TxDOT staff to review school site plans and make recommendations before the schools are built.  Since the program's inception, more than 180 schools in 70 various school districts statewide have seen traffic safety improvements around their schools or future school sites.  This report contains the recommended school site planning guidelines for transportation-related elements such as site selection, general site requirements and design, bus operations, parent drop-off/pick-up zone, driveways, turn lanes, signing and marking, parking, and pedestrian and bicycle access.  The research team based these guidelines on a comprehensive review of existing guidelines and the results of field studies at school sites in Texas.  The report provides examples of good practices and also examples of practices to avoid for many of the more prominent guidelines.  The guidelines are focused on transportation design, operations and safety within school sites--with a particular focus on the parent and bus drop-off/pick-up zones.  The final chapter of the report contains a site plan review checklist that TxDOT engineers, field crews, architects, and school district personnel can use to coordinate efforts and make sure that school access is safe and efficient.
KW  - Access
KW  - Bicycle facilities
KW  - Driveways
KW  - Drop-off/pick-up zones
KW  - Field studies
KW  - Guidelines
KW  - Location
KW  - Parking
KW  - Pedestrian safety
KW  - Planning and design
KW  - Recommendations
KW  - Road markings
KW  - School bus operations
KW  - Schools
KW  - State of the practice
KW  - Texas
KW  - Traffic control
KW  - Traffic safety
KW  - Traffic signs
KW  - Turning lanes
UR  - https://trid.trb.org/view/696534
ER  - 

TY  - RPRT
AN  - 00970554
AU  - Cooner, S A
AU  - Cothron, A S
AU  - Ranft, S E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - COUNTERMEASURES FOR WRONG-WAY MOVEMENT ON FREEWAYS: GUIDELINES AND RECOMMENDED PRACTICES
PY  - 2004/01
SP  - 22 p.
AB  - Drivers who make wrong-way entries onto freeways pose a serious risk to the safety of other motorists and themselves.  Wrong-way driving often leads to head-on collisions.  Wrong-way crashes are relatively infrequent but are more likely to produce serious injuries and fatalities compared to other types of crashes. Driving the wrong way on freeways has been a nagging traffic safety problem since the interstate highway system was started in the 1950s.  Despite over forty years of highway design, marking, and signing improvements at freeway interchanges, the problem still persists.  Several crashes in the Texas Department of Transportation (TxDOT) Fort Worth District have brought attention to the hazard of wrong-way drivers.  A search of newspaper articles revealed that the problem of wrong-way driving is not unique to Fort Worth and occurs throughout Texas. Members of the Fort Worth Traffic Management Team identified locations with a history of wrong-way entries and assessed potential countermeasures.  During this review process it was determined that research was needed to understand and develop effective countermeasures for wrong-way movements onto freeways and other restricted roads.  This research provides TxDOT staff with preventative measures for reducing the frequency and severity of wrong-way entries onto freeway facilities throughout Texas.  This report documents the recommended guidelines and best practices developed during the project.  The research team based the guidelines and best practices on the results of the literature review, surveys, analysis of freeway-related wrong-way crashes in Texas, and evaluation of available countermeasures.  This report also provides a wrong-way entry checklist for engineers and field crews to use for reviewing wrong-way entry issues or suspected problem locations.  This checklist was based on one currently used by the California Department of Transportation with some additions based on project findings.
KW  - Best practices
KW  - Countermeasures
KW  - Crash analysis
KW  - Fort Worth (Texas)
KW  - Freeways
KW  - Frontal crashes
KW  - Guidelines
KW  - Literature reviews
KW  - Prevention
KW  - Surveys
KW  - Texas
KW  - Wrong way driving
UR  - http://tti.tamu.edu/documents/4128-2.pdf
UR  - https://trid.trb.org/view/696524
ER  - 

TY  - RPRT
AN  - 00970452
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - VOID DETECTION WITH THE FALLING WEIGHT DEFLECTOMETER
PY  - 2004/01
SP  - 34 p.
AB  - This study evaluated the effectiveness of the falling weight deflectometer (FWD) for determining the presence of voids under concrete pavement slabs at bridge approach locations.  It also evaluated the deflection improvement, after the slabs with voids had been undersealed with polyurethane, by using the AASHTO 'rapid void detection procedure'.
KW  - Air voids
KW  - Bridge approaches
KW  - Concrete pavements
KW  - Deflection
KW  - Detection and identification
KW  - Falling weight deflectometers
KW  - Improvements
KW  - Polyurethane foams
KW  - Undersealing
UR  - http://library.modot.mo.gov/RDT/reports/Ri99044/RDT04004.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56081/RDT04004.PDF
UR  - https://trid.trb.org/view/696488
ER  - 

TY  - RPRT
AN  - 00970450
AU  - Galati, N
AU  - Casadei, P
AU  - Nanni, A
AU  - University of Missouri, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - STRENGTHENING OF MARTIN SPRINGS OUTER ROAD BRIDGE, PHELPS COUNTY
PY  - 2004/01
SP  - 90 p.
AB  - This report presents the use of externally bonded fiber reinforced polymer (FRP) laminates and near surface mounted FRP bars for the flexural strengthening of a concrete bridge.  The bridge selected for this project is a three-span simply supported reinforced concrete slab with no transverse steel reinforcement, load posted and located on Martin Spring Outer Road in Phelps County, Missouri.  The original construction combined with the presence of very rigid parapets caused the formation of a wide longitudinal crack which resulted in the slab behaving as two separate elements.  The structural behavior was verified implementing the bridge model in a FEM program. The bridge analysis was performed for maximum loads determined in accordance to AASHTO 17th edition.  The strengthening scheme was designed in compliance with the ACI 440.2R-02 design guide for externally bonded FRP materials, to avoid further cracking and such that the transverse flexural capacity be higher than the cracking moment.  Both FRP strengthening techniques were easily implemented and showed satisfactory performance.  An initial load test, to evaluate the structural behavior, was performed prior to the strengthening following the AASHTO specifications.  The retrofitting of the structure was employed in the summer of 2002, after the major cracks were injected to allow continuity in the cross section.  Once the repair work was completed, another load test, identical in procedure to the previous one, was performed to evaluate the efficiency of the strengthening.  As a result of this testing, and a report based on this testing by an independent consultant, the load posting of the bridge was removed.  A third and last load test was performed in summer 2003, 12 months after the strengthening was finished, to evaluate the long term behavior of the bridge and to investigate whether any type of degradation occurred during the elapsed period.  Comparison of the results of the last two load tests showed no significant degradation occurred during the 12 months period.  Further, no more cracking was noted in the concrete deck as a result of the strengthening program.
KW  - Before and after studies
KW  - Concrete bridges
KW  - Fiber reinforced plastics
KW  - Finite element method
KW  - Laminates
KW  - Load tests
KW  - Longitudinal cracking
KW  - Phelps County (Missouri)
KW  - Reinforcing bars
KW  - Retrofitting
KW  - Strengthening (Maintenance)
KW  - Structural analysis
UR  - http://library.modot.mo.gov/RDT/reports/Ri02007/RDT04001.pdf
UR  - https://trid.trb.org/view/696486
ER  - 

TY  - RPRT
AN  - 00970420
AU  - Fager, G A
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - FULL DEPTH BITUMINOUS RECYCLING OF I-70, THOMAS COUNTY, KANSAS
PY  - 2004/01
SP  - 32 p.
AB  - In 1990, 13 full depth asphalt pavement test sections were built on a portion of I-70 in Thomas County, Kansas.  Various combinations of hot mix and cold recycle mixes with different additives were used to build the test sections.  Two of the test sections were constructed with a reduced pavement thickness in order to determine how long the thin pavement could withstand the heavy loading of interstate traffic.  At least three test sections employed the use of cold recycle material using Class C fly ash, CMS-1 with hydrated lime, and CMS-1 only.  The top layers were hot mix, both an AC-20 and polymerized or modified asphalt was used as the liquid binder.  The test sections were monitored over a period of 11 years.  The top layer had severe microcracking which was probably due to further hardening of the AC-20.  Two seals were placed over the surface in order to prevent raveling.  The cost of each test section was determined and the life on at least four of the test sections could be determined.  On five of the test sections the pavement life could only be estimated.  Based on the initial construction cost and life of each test section, an annual cost of each test section could be determined or estimated.  Based on these annual costs, the field crack/rut survey and Falling Weight Deflectometer measurement, the thicker full depth hot mix test section was judged to perform the best.  The thin full depth hot mix had the highest annual cost.  The life spans of these thin sections were determined to be three to five years and were not economically feasible as a means of interstate reconstruction. The cold recycled sections with the different additives performed quite well, with the CMS-1 with and without lime having a lower annual cost than the fly ash section.
KW  - Asphalt hardening
KW  - Asphalt pavements
KW  - Calcium hydroxide
KW  - Cold mix paving mixtures
KW  - Costs
KW  - Falling weight deflectometers
KW  - Fly ash
KW  - Full-depth reclamation
KW  - Hot mix asphalt
KW  - Interstate highways
KW  - Microcracking
KW  - Monitoring
KW  - Pavement cracking
KW  - Recycling
KW  - Rutting
KW  - Seal coats
KW  - Service life
KW  - Test sections
KW  - Thickness
KW  - Thomas County (Kansas)
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003686266&Page=1
UR  - http://ntl.bts.gov/lib/24000/24600/24646/KS032_Final_Rep.pdf
UR  - https://trid.trb.org/view/696460
ER  - 

TY  - RPRT
AN  - 00970413
AU  - Farrag, K
AU  - Morvant, M
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - EVALUATION OF INTERACTION PROPERTIES OF GEOSYNTHETICS IN COHESIVE SOILS: LTRC REINFORCED-SOIL TEST WALL
PY  - 2004/01
SP  - 156 p.
AB  - This report presents the construction and performance evaluation of the Louisiana Transportation Research Center reinforced-soil test wall.  The 20 ft high, 160 ft long wall was constructed using low quality backfill.  Its vertical front facing was constructed with modular blocks.  It consisted of three sections reinforced with various geogrid reinforcement types and spacing. The backside of the wall was a one-to-one slope reinforced with woven and non-woven geotextiles.  The test wall was constructed to evaluate the design procedure and performance of geosynthetic-reinforced structures constructed with marginal silty-clay backfill over soft clay foundation.  The instrumentation program consisted of monitoring wall deformation, foundation settlement, strains in the reinforcement, vertical and horizontal stresses in the soil, and pore water pressure under the wall.  Results of the monitoring program from construction through four months after completion of the wall are detailed in this report.  The results of the instrumentation program showed relatively high deformations due to both the design of the wall with low factors of safety and to the high settlement of the foundation soil.  These deformations, however, occurred mostly during construction.  The results of strain measurements in the reinforcement were used to evaluate the effect of reinforcement stiffness and spacing on the shape of the failure surface and on the distribution and magnitude of stresses in reinforcement layers.  The results show promising performance of silty-clay soils as a backfill material in reinforced-soil walls providing proper design and control of soil compaction and moisture.  However, long-term performance of the wall needs to be monitored for a complete evaluation of these types of walls.
KW  - Backfill soils
KW  - Cohesive soils
KW  - Deformation
KW  - Design
KW  - Earth walls
KW  - Foundation soils
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Instrumentation
KW  - Mechanically stabilized earth
KW  - Monitoring
KW  - Performance
KW  - Pore water pressures
KW  - Settlement (Structures)
KW  - Silty clays
KW  - Soft clays
KW  - Spacing
KW  - Stiffness
KW  - Strain (Mechanics)
KW  - Stresses
UR  - http://www.ltrc.lsu.edu/pdf/report_379.pdf
UR  - https://trid.trb.org/view/696453
ER  - 

TY  - RPRT
AN  - 00970416
AU  - Strong, C
AU  - Erickson, C
AU  - Shukla, D
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF BIODIESEL FUEL: LITERATURE REVIEW
PY  - 2004/01
SP  - 70 p.
AB  - This document reviews recent literature regarding the usage of biodiesel and biodiesel blend fuel in on-road applications.  The report describes some of the principal characteristics of biodiesel and usage experience in and near the State of Montana. Several studies are summarized regarding biodiesel's effects on engine performance and warranties.  Storage, handling and transportation requirements are also discussed.  The emissions-related impacts of biodiesel on several pollutants are quantified, along with potential effects of these impacts on the state and vehicle users within the state.  The legislative environment regarding biodiesel and existing motor fuel taxes - at a Federal level and in other states - is reviewed. Considerations regarding fuel cost and domestic productive capacity are discussed.  The report concludes that most technical questions regarding biodiesel appear to be satisfactorily answered; the primary obstacles limiting broader biodiesel implementation relate to cost and user acceptance.
KW  - Acceptance
KW  - Alternate fuels
KW  - Biodiesel fuels
KW  - Costs
KW  - Engine performance
KW  - Fuel storage
KW  - Fuel taxes
KW  - Legislation
KW  - Liquid cargo handling
KW  - Literature reviews
KW  - Pollutants
UR  - http://ntl.bts.gov/lib/24000/24700/24786/425244_Lit_Review.pdf
UR  - https://trid.trb.org/view/696456
ER  - 

TY  - JOUR
AN  - 00971255
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jaramilla, R
AU  - Federal Highway Administration
TI  - MEMPHIS BRACES FOR A LOT OF SHAKING
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 40-45
AB  - In Memphis, Tennessee, the Hernando DeSoto Bridge carries Interstate 40 (I-40) over the Mississippi River. The bridge also sits on the southeast edge of the New Madrid Seismic Zone, which is considered to be the highest earthquake risk in the U.S. apart from the West Coast. The fault itself runs approximately 193 km from Illinois to Arkansas, and the full seismic zone covers a much broader area. Recognizing the potential seismic danger, FHWA, Arkansas' State Highway and Transportation Department, and the Tennessee Department of Transportation joined forces to provide a seismic retrofit for the well-traveled bridge. The aim was to minimize the changes of potential closures that could affect I-40 in the event of an earthquake. This article details the performance goals, design features, retrofit design strategies, isolation bearings, and seismic monitoring of the bridge retrofit project.
KW  - Arkansas
KW  - Bridge design
KW  - Bridge engineering
KW  - Highway bridges
KW  - Mississippi River
KW  - Retrofitting
KW  - Rural highways
KW  - Seismicity
KW  - State departments of transportation
KW  - Tennessee
KW  - Vibration isolation
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jan/09.cfm
UR  - https://trid.trb.org/view/699359
ER  - 

TY  - JOUR
AN  - 00971253
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Struzzi, J B
AU  - Federal Highway Administration
TI  - AN ENVIRONMENTAL FRONTRUNNER
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 27-29
AB  - In December 2002, a highway engineering district in Pennsylvania became the first State transportation agency in the U.S. to be 14001 registered (successful minimization of harmful effects of its activities on the environment) by the International Organization for Standardization (ISO). Serving as the Pennsylvania Department of Transportation's pilot organization for the ISO process, Engineering District 10 earned this distinction for its Maintenance Unit's implementation of a Strategic Environmental Management Program for winter materials, stockpile management, and erosion and sedimentation controls. This article details the successful ISO 14001 compliance efforts of PennDOT's Engineering District 10 Maintenance Unit.
KW  - Compliance
KW  - Environmental design
KW  - Environmental protection
KW  - Highway departments
KW  - Highway maintenance
KW  - International Organization for Standardization
KW  - Maintenance management
KW  - Pennsylvania
KW  - Pennsylvania Department of Transportation
KW  - Standardization
KW  - State departments of transportation
KW  - Transportation policy
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jan/06.cfm
UR  - https://trid.trb.org/view/699357
ER  - 

TY  - JOUR
AN  - 00971254
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Gorton, E
AU  - Federal Highway Administration
TI  - BUILDING A BRIDGE FROM YESTERYEAR
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 30-33
AB  - In October 2001, construction crews removed the old Goshen Bridge's last truss, replacing the structure in July 2002 with a 2-span, galvanized bridge. This represented an all together new appearance from the original historic Goshen Bridge which carried State Route 746 over the Calfpasture River. The mission for the Virginia Department of Transportation, described in this article, was to restore the bridge to the original appearance it had when it was built in 1891, using as many of the original parts as possible. The restoration process is detailed.
KW  - Bridge engineering
KW  - Highway bridges
KW  - Highway engineering
KW  - Historic bridges
KW  - Rehabilitation (Maintenance)
KW  - Rural highways
KW  - State departments of transportation
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jan/07.cfm
UR  - https://trid.trb.org/view/699358
ER  - 

TY  - JOUR
AN  - 00971250
JO  - Public Roads
PB  - Federal Highway Administration
AU  - MILLER, S
AU  - Rousseau, G K
AU  - Do, A H
AU  - Federal Highway Administration
TI  - SEEING CROSSWALKS IN A NEW LIGHT
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 15-17
AB  - The U.S. Federal Highway Administration (FHWA) has made improved pedestrian safety a priority and seeks to achieve a 10% reduction in pedestrian fatalities by 2007. Research staff from the FHWA Office of Safety Research and Development at the Turner-Fairbank Highway Research Center are investigating new ways to help reach this goal. Among the research topics under study is evaluation of countermeasures to improve safety in pedestrian crossings that are not controlled by traffic signals. This includes in-roadway warning lights in which each side of a crosswalk is lined with a series of amber lights embedded in the roadway that face oncoming traffic. The lights are visible to approaching drivers as a warning that a pedestrian is in or near the marked crosswalk. This article describes an FHWA study that examined pedestrian and driver behavior at crosswalks in Alexandria, Virginia, during daylight and dark conditions over the course of 1 year. Further evaluations will be conducted immediately before, immediately after, and 1 year after in-roadway warning lights are installed.
KW  - Crosswalks
KW  - Fatalities
KW  - Illuminated traffic signs
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Safety engineering
KW  - U.S. Federal Highway Administration
KW  - Warning devices
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jan/03.cfm
UR  - https://trid.trb.org/view/699354
ER  - 

TY  - RPRT
AN  - 00970392
AU  - Lundy, J R
AU  - Sandoval-Gil, J A
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - PERMANENT DEFORMATION CHARACTERISTICS OF OREGON MIXES USING THE ASPHALT PAVEMENT ANALYZER
PY  - 2004/01
SP  - 112 p.
AB  - The Asphalt Pavement Analyzer (APA) device was used to characterize the impacts of various mix factors on the development of permanent deformation dense-graded mixes. Factors investigated included:  aggregate size of 12.5 and 19 mm (0.5 and 0.75 in.), voids in mineral aggregate (high, design, low), fines content (design and high), binder content (low, design, high) and binder type (PG 64-22, PG 70-22, PG 76-22).  A single aggregate source was used for all mixes.  A compactive effort of 100 gyrations was used for all test specimens and specimens were tested at 64 deg C (147.2 deg F) following standard APA test protocol.  The measured rut depth did not exceed the NCAT recommendation of 8 mm (0.312 in.) for any of the mixes tested.  An increase in the binder content increased the permanent deformation of the mixes prepared with the PG 64-22 binder, irrespective of the other mix parameters.  These effects were not noted in the mixes prepared with PG 70-22 and PG 76-22 binders, perhaps due to the standard test temperature of 64 deg C (147.2 deg F).  All mixes prepared with the higher temperature binders showed very low permanent deformation when tested at the standard 64 deg C (147.2 deg F) regardless of the value of the other mix parameters.
KW  - Aggregate gradation
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - Binder content
KW  - Binders
KW  - Compaction
KW  - Dense graded aggregates
KW  - Fines (Materials)
KW  - Gyratory testing machines
KW  - Rut depth
KW  - Rutting
KW  - Temperature
KW  - Voids in mineral aggregate
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/PermanentDeforCharOrMix.pdf
UR  - https://trid.trb.org/view/696433
ER  - 

TY  - JOUR
AN  - 00971251
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Grogg, M G
AU  - Hall, J W
AU  - Federal Highway Administration
TI  - MEASURING PAVEMENT DEFLECTION AT 55 MPH
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 18-21
AB  - This article discusses the rolling wheel deflectometer (RWD), one of the most significant innovations in pavement management systems, because it enables highway engineers to evaluate pavement while keeping pace with traffic. The benefit of the RWD is that it helps officials prioritize and target funding and projects to those segments of the highway network that need structural improvement and rehabilitation. Findings are presented from a series of tests conducted on the RWD by the U.S. Federal Highway Administration on a network of highways in Texas.
KW  - Deflection
KW  - Deflectometers
KW  - Highway engineering
KW  - Highway maintenance
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Rehabilitation (Maintenance)
KW  - Rolling wheel deflectometers
KW  - Texas
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/699355
ER  - 

TY  - JOUR
AN  - 00971252
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Farr, W C
AU  - Deshotels, M
AU  - Federal Highway Administration
TI  - A STREAMLINING SUCCESS
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 22-26
AB  - When the environmental study for a new Louisiana highway took only 44 months from start to finish to complete, the speedy turnaround proved that the U.S. Federal Highway Administration (FHWA) goal of streamlining the review process is definitely attainable. The time span was very close to the FHWA 2007 goal of a median of 36 months for completing the environmental impact statement (EIS) process from the Notice of Intent to the approval of the final EIS. This article details how Louisiana was able to succeed in reducing the EIS timeframe in this specific case.
KW  - Environmental design
KW  - Environmental impact statements
KW  - Environmental protection
KW  - Highway facilities
KW  - Project management
KW  - Road construction
KW  - Transportation policy
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jan/05.cfm
UR  - https://trid.trb.org/view/699356
ER  - 

TY  - JOUR
AN  - 00971249
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Conway, J
AU  - Federal Highway Administration
TI  - MOVING TECHNOLOGIES AND INNOVATIONS FORWARD--A MASTER PLAN
PY  - 2004/01
VL  - 67
IS  - 4
SP  - p. 2-5
AB  - This article introduces the Corporate Master Plan for Research and Deployment of Technology & Innovation, which incorporates the recommendations from Federal Highway Administration (FHWA) assessments of U.S. bridge and highway infrastructure. The initiative introduces a new vision that emphasizes FHWA's unique role of conducting advanced research in the highway community and stresses the Agency's responsibility to stakeholders. Some key FHWA commitments from the initiative include looking at a project from beginning to end, involving stakeholders throughout the process, and measuring research and technology performance.
KW  - Federal government agencies
KW  - Highway engineering
KW  - Infrastructure
KW  - Master plans
KW  - Planning methods
KW  - Stakeholders
KW  - Technological innovations
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/04jan/01.cfm
UR  - https://trid.trb.org/view/699353
ER  - 

TY  - RPRT
AN  - 00969939
AU  - Cooner, S A
AU  - Cothron, A S
AU  - Ranft, S E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - COUNTERMEASURES FOR WRONG-WAY MOVEMENT ON FREEWAYS: OVERVIEW OF PROJECT ACTIVITIES AND FINDINGS
PY  - 2004/01
SP  - 96 p.
AB  - Drivers who make wrong-way entries onto freeways pose a serious risk to the safety of other motorists and themselves.  Wrong-way driving often leads to head-on collisions.  Wrong-way crashes are relatively infrequent but are more likely to produce serious injuries and fatalities compared to other types of crashes. Driving the wrong way on freeways has been a nagging traffic safety problem since the interstate highway system was started in the 1950s.  Despite over forty years of highway design, marking, and signing improvements at freeway interchanges, the problem still persists.  Several crashes in the Texas Department of Transportation (TxDOT) Fort Worth District have brought attention to the hazard of wrong-way drivers.  A search of newspaper articles revealed that the problem of wrong-way driving is not unique to Fort Worth and occurs throughout Texas. Members of the Fort Worth Traffic Management Team identified locations with a history of wrong-way entries and assessed potential countermeasures.  During this review process it was determined that research was needed to understand and develop effective countermeasures for wrong-way movements onto freeways and other restricted roads.  This research provides TxDOT staff with preventative measures for reducing the frequency and severity of wrong-way entries onto freeway facilities throughout Texas.  Researchers performed the following tasks during the project:  established state-of-the-practice on safety, design, and operational issues for wrong-way movement on freeways; surveyed state DOTs to get information on typical wrong-way signing and marking and any innovative practices; quantified the frequency, severity, and other important characteristics of wrong-way crashes in Texas based on a review of crash reports and coordination with 911 public safety answering points; identified available countermeasures to reduce wrong-way movements and crashes; evaluated the feasibility and applicability of the available countermeasures to address Texas problems; documented typical situations that were more likely to produce wrong-way entry issues; developed guidelines/recommended practices for application of wrong-way countermeasures and treatments; and developed a checklist for field crews to use for reviewing wrong-way entry issues or suspected problem locations.
KW  - Countermeasures
KW  - Crash rates
KW  - Crash severity
KW  - Freeways
KW  - Frontal crashes
KW  - Guidelines
KW  - Highway safety
KW  - Prevention
KW  - Road markings
KW  - State departments of transportation
KW  - State of the practice
KW  - Surveys
KW  - Texas
KW  - Traffic signs
KW  - Wrong way driving
UR  - http://tti.tamu.edu/documents/0-4128-1.pdf
UR  - https://trid.trb.org/view/681123
ER  - 

TY  - RPRT
AN  - 00969859
AU  - Selezneva, O I
AU  - Jiang, Y J
AU  - Mladenovic, G
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - EVALUATION AND ANALYSIS OF LTPP PAVEMENT LAYER THICKNESS DATA
PY  - 2004/01
SP  - 159 p.
AB  - In 2001, the Federal Highway Administration sponsored a study to review pavement layer thickness data for Long Term Pavement Performance (LTPP) sites.  The main objective of the study was to assess the quality and completeness of pavement layering information and layer thickness data and to provide recommendations for improvement.  In the course of the study, layer thickness data available in the LTPP database were examined for quality and completeness using Levels A to E data. Following the data completeness evaluation, pavement layering data were evaluated to determine the consistency of material type and thickness data between different data sources.  In addition, layer thickness variability indicators, within-section material type consistency, and material type and thickness reasonableness were evaluated.  In the cases where there were inconsistencies in the data, the data were reviewed and reported to the LTPP data managers along with recommendations for data anomaly resolution.  In addition, the layer thickness data from Specific Pavement Studies (SPS) experiments were analyzed to determine characteristics of within-section layer thickness variation. The analysis included layers with different material and functional types.  Descriptive statistics such as mean, standard deviation, skewness, and kurtosis were computed for each section.  The statistical analysis results for 1,034 SPS layers indicated that 84% of all layer thickness variations within LTPP sections follow a normal distribution.  The extent of differences between as-designed (inventory) and as-constructed (measured) layer thickness data was also investigated for the SPS sections.  The results of analysis indicate that about 60% of all section/layers have mean thicknesses within 6.35 mm (0.25 in.) of the target thickness.  For a tolerance level of 25.4 mm (1 in.), this percentage is above 90 for most layer types and target thickness values.  For the same layer and material type, the mean constructed layer thicknesses tend to be above the designed value for the thinner layers and below the designed value for the thicker layers.  One important product from this study is the Researcher's Guide to LTPP Layer Thickness Data. The main purpose of this guide is to provide guidance for the selection of layer material type and thickness data from the LTPP database.  The guide also contains a discussion about within-section layer thickness variability and comparison between as-designed and as-constructed layer thickness.  The guide is available as a separate publication.
KW  - Data quality
KW  - Databases
KW  - Guides to information
KW  - Long-Term Pavement Performance Program
KW  - Materials
KW  - Pavement layers
KW  - Specific Pavement Studies (LTPP)
KW  - Statistical analysis
KW  - Thickness
KW  - Variables
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03041/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03041/03041.pdf
UR  - https://trid.trb.org/view/680895
ER  - 

TY  - RPRT
AN  - 00969858
AU  - Jiang, Y J
AU  - Selezneva, O I
AU  - Mladenovic, G
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - RESEARCHER'S GUIDE TO THE LONG-TERM PAVEMENT PERFORMANCE LAYER THICKNESS DATA
PY  - 2004/01
SP  - 65 p.
AB  - The accuracy of layer thickness data has a great impact on the outcome of practically all analyses of pavement performance.  A large amount of data related to layer material type and thickness data have been collected as part of the Long Term Pavement Performance (LTPP) program.  The main purposes of this researcher's guide for the LTPP thickness data are to:  (1) Explain to the LTPP data users what and where different types of layer material type and thickness data reside in the LTPP database, as well as the limitations of the data; (2) Present LTPP thickness within-section variability; (3) Summarize as-designed versus as-constructed layer thickness comparisons; and (4) Provide guidelines to search for the most appropriate thickness information for different research purposes.  Field sampling, materials testing, and other layer thickness data collection activities utilized by LTPP are discussed, along with the characterization of the within-section thickness variation and designed versus constructed thickness data variations for the LTPP sections.  Findings from this study are applicable to pavement design reliability and construction quality assurance applications.
KW  - Databases
KW  - Guidelines
KW  - Guides to information
KW  - Information retrieval
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement performance
KW  - Quality assurance
KW  - Reliability (Statistics)
KW  - Road construction
KW  - Thickness
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03040/
UR  - https://trid.trb.org/view/680892
ER  - 

TY  - RPRT
AN  - 00969860
AU  - Dougan, C E
AU  - University of Connecticut, Storrs
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - SUMMARY OF PAVEMENT TECHNOLOGY NEEDS IN THE NORTHEASTERN UNITED STATES
PY  - 2004/01
SP  - 14 p.
AB  - The Connecticut Department of Transportation is the lead state in a pooled funds project to coordinate pavement activities in the northeastern United States.  As part of this effort interviews of transportation agency staff in the northeast were conducted to determine needs in pavement and paving technology. This report presents a summary of the needs set forth by transportation professionals in the northeast.  Consensus needs are presented with recommended action to develop training and research projects to address these needs.
KW  - Consensus
KW  - Interviewing
KW  - Needs assessment
KW  - Northeastern United States
KW  - Pavement design
KW  - Paving
KW  - Professional personnel
KW  - State departments of transportation
KW  - Technology
UR  - http://docs.trb.org/00969860.pdf
UR  - https://trid.trb.org/view/680898
ER  - 

TY  - RPRT
AN  - 00969856
AU  - Molinas, A
AU  - Colorado State University, Fort Collins
AU  - Federal Highway Administration
TI  - BRIDGE SCOUR IN NONUNIFORM SEDIMENT MIXTURES AND IN COHESIVE MATERIALS: SYNTHESIS REPORT
PY  - 2004/01
SP  - 121 p.
AB  - This report presents the summary and synthesis of the various components of the experimental study entitled "Effects of Gradation and Cohesion on Bridge Scour" conducted at Colorado State University from 1991 through 1996.  As a result of this effort, in excess of 250 new pier scour data points were collected and a new equation was developed expressing pier scour in terms of the dimensionless excess velocity factor, flow depth, and pier diameter and a correction factor for the coarse fractions present in mixtures was derived.  The new method was tested with available data from previous research.  This equation shows that gradation effects are not constant through the entire range of flow conditions but vary with flow intensity.  Additionally, a new method to adjust FHWA's Colorado State University pier scour equation for initiation of motion and sediment size was developed.  Abutment scour experiments resulted in over 384 new data points and 2 new abutment scour equations.  The first equation was derived from a 0.1 mm uniform sand mixture and defines an enveloping relationship.  The second equation applies to mixtures with coarse fractions.  A coarse size fraction compensation factor, W sub g, is presented to account for the presence of varying amounts of coarse material in sediment mixtures under different dimensionless flow intensities.  These new equations represented the experimental data accurately but have not been tested with field data. Effects of cohesion on pier and abutment scour was studied systematically, and in excess of 200 new data points were collected covering a range of flow and cohesive parameter values.  Relationships were developed to explain the variability of bridge scour in cohesive materials for various cohesive material properties.  This report summarizes results from the following six-volume series, which was not printed but was distributed to the National Technical Information Service and the National Transportation Library:  FHWA-RD-99-183, Volume 1, Effect of Sediment Gradation and Coarse Material Fraction on Clear-Water Scour Around Bridge Piers; FHWA-RD-99-184, Volume 2, Experimental Study of Sediment Gradation and Flow Hydrograph Effects on Clear Water Scour Around Circular Piers; FHWA-RD-99-185, Volume 3, Abutment Scour for Nonuniform Mixtures; FHWA-RD-99-186, Volume 4, Experimental Study of Scour Around Circular Piers in Cohesive Soils; FHWA-RD-99-187, Volume 5, Effect of Cohesion on Bridge Abutment Scour; and FHWA-RD-99-188, Volume 6, Abutment Scour in Uniform and Stratified Sand Mixtures.
KW  - Bridge abutments
KW  - Bridge piers
KW  - Bridges
KW  - Cohesive soils
KW  - Equations
KW  - Sand
KW  - Scour
KW  - Sediment gradation
KW  - Sediments
KW  - Syntheses
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/03083/
UR  - https://trid.trb.org/view/680887
ER  - 

TY  - RPRT
AN  - 01531751
AU  - Raine, Woody
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Tire-Rubber Anti-Vegetation Tile Evaluation
PY  - 2004///Final Report
SP  - 5p
AB  - The purpose of this project is to evaluate the ease and cost of installing anti-vegetation tiles made from recycled tires to control vegetation around guardrail and sign posts. The project also compares their effectiveness and life-cycle costs to other Texas Department of Transportation (TxDOT) approved designs, such as using grout or concrete installed around guardrail posts or signposts. Several TxDOT districts evaluated their long-term performance in diverse climate conditions. Selecting a set of sites in Texas with diverse climate and terrain will make the project’s findings useful across much of the United States. TxDOT used Recycled Materials Resource Center Investigative Research funds to purchase these anti-vegetation tiles. If tire-rubber tiles for guardrail and sign posts are eventually accepted for use in new construction, retrofits, and maintenance to control vegetation, this could consume more than 500,000 tires’ worth of scrap tire rubber that is generated in Texas each year.
KW  - Climate
KW  - Guardrails
KW  - Life cycle costing
KW  - Posts
KW  - Reclaimed rubber
KW  - Scrap tires
KW  - Sign supports
KW  - Texas
KW  - Tile
KW  - Vegetation control
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P30Final.pdf
UR  - https://trid.trb.org/view/1316340
ER  - 

TY  - RPRT
AN  - 01514079
AU  - United States Federal Highway Administration
TI  - SR 104/Edmonds Crossing Project, Connecting Ferries, Bus and Rail, City of Edmonds : environmental impact statement
PY  - 2004///Volumes held: Draft, F(2v)
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1298404
ER  - 

TY  - RPRT
AN  - 01512739
AU  - United States Federal Highway Administration
TI  - Gravina Access Project, Ketchikan Gateway Borough : environmental impact statement
PY  - 2004///Volumes held: Draft, Dapp(2v), F, Fapp
KW  - Alaska
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297063
ER  - 

TY  - RPRT
AN  - 01512560
AU  - United States Federal Highway Administration
TI  - I-15, 31st Street in Ogden to 2700 North in Farr West, Weber County : environmental impact statement
PY  - 2004///Volumes held: Draft(2v)(v.2 folio), F(2v)(v.2 folio)
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/1296884
ER  - 

TY  - RPRT
AN  - 01510662
AU  - United States Federal Highway Administration
TI  - Route 2/2A/32 transportation improvement study, New London County : environmental impact statement
PY  - 2004///Volumes held: Draft(2v)(v.2 folio), F(3v) (v.2 folio)
KW  - Connecticut
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1294986
ER  - 

TY  - RPRT
AN  - 01508915
AU  - United States Federal Highway Administration
TI  - Trunk Highway 60 reconstruction project, Nobles County MN and Osceola County IA : environmental impact statement
PY  - 2004///Volumes held: Draft, F, Fsup
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1293239
ER  - 

TY  - ABST
AN  - 01462477
TI  - Corrosion Monitoring Research for New York City Suspension Bridges
AB  - The objective of this research is to develop and deploy either innovative non-destructive testing (NDT) technologies (Direct Sensing Method) for detecting corrosion damage and/or by installing corrosion sensing technologies to monitor the internal environment of the main suspension cables (Indirect Sensing Method). The project has three phases: Phase I shall consist of identifying appropriate sensing technology, data recording and processing equipment, and making a mock-up to verify the measurement system configuration. Phase II will be a follow up project to transfer the technology from the laboratory to field. An appropriate bridge platform shall be identified for this field study in the future by FHWA based on the recommendation from Phase I. Phase III will include additional field testing, collection of field data and modification of sensors and algorithms as needed.
KW  - Corrosion protection
KW  - Corrosion resistant steel
KW  - Monitoring
KW  - New York (New York)
KW  - Nondestructive tests
KW  - Remote sensing
KW  - Research projects
KW  - Suspension bridges
KW  - Technological innovations
UR  - https://trid.trb.org/view/1230698
ER  - 

TY  - RPRT
AN  - 01389623
AU  - Poole, T S
AU  - United States. Federal Highway Administration (FHWA).  Office of Research, Development and Technology
TI  - Guide for curing of portland cement concrete pavements: volume 1
PY  - 2004
IS  - FHWA-RD-02-099
SP  - 45p
KW  - Concrete pavement
KW  - Concrete pavements
KW  - Cracking
KW  - Cracking
KW  - Curing
KW  - Curing and setting agents
KW  - Drying
KW  - Drying
KW  - Pavement design
KW  - Pavement design
KW  - Setting
KW  - Setting (Concrete)
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/02099/02099.pdf
UR  - https://trid.trb.org/view/1157389
ER  - 

TY  - RPRT
AN  - 01389269
AU  - United States. Federal Highway Administration (FHWA). Office of Research, Development and Technology
TI  - Turner-Fairbank Highway Research Center: organizational and expertise directory
PY  - 2004
IS  - FHWA-HRT-04-126
SP  - 33p
KW  - Directory
KW  - Personnel
KW  - Personnel
KW  - Research and educational facilities
KW  - Research organization
UR  - https://trid.trb.org/view/1157035
ER  - 

TY  - ABST
AN  - 01387529
AU  - United States. Federal Highway Administration (FHWA)
AU  - Federal Highway Administration
TI  - LTPP: 2004 year in review [Long term pavement performance]
PY  - 2004
IS  - FHWA-HRT-04-125
SP  - 13p
KW  - Activity report
KW  - Annual report
KW  - Annual reports
KW  - Durability
KW  - Durability
KW  - Pavement design
KW  - Pavement design
KW  - Pavement performance
KW  - Pavement performance
KW  - Research
KW  - Research and development
KW  - Research and educational facilities
KW  - Research organization
UR  - https://trid.trb.org/view/1155295
ER  - 

TY  - RPRT
AN  - 01343217
AU  - Indiana University, Bloomington
AU  - Federal Highway Administration
AU  - National Center for Wood Transportation Structures
TI  - Spanning Time: America's Covered Bridges
PY  - 2004
SP  - n.p.
AB  - This DVD entertains and informs the viewers about covered bridges in the United States.  It provides a history of covered bridges; discusses their cultural heritage,  significance, and preservation; presents construction methods; and relates the reasons why tourists are attracted to covered bridges.  Many pastoral settings are included, since covered bridges are often located in rural areas.  Covered bridges have been included in popular music over the centuries, and this music is featured in the DVD.  In addition, one might also find out why the bridges were covered in the first place.
KW  - Bridge construction
KW  - Construction management
KW  - Covered bridges
KW  - Cultural resources
KW  - Historic bridges
KW  - Historic preservation
KW  - Rural areas
KW  - Tourism
KW  - United States
UR  - https://trid.trb.org/view/1104599
ER  - 

TY  - RPRT
AN  - 01162009
AU  - Federal Highway Administration
TI  - Interstate 93 improvements from Salem to Manchester, Hillsborough and Rockingham counties : environmental impact statement
PY  - 2004///Volumes held:D(2v)(v.2 folio), F(3v), Draft supplement to the final, Final supplement to the final
KW  - Environmental impact statements
KW  - New Hampshire
UR  - https://trid.trb.org/view/922993
ER  - 

TY  - RPRT
AN  - 01140988
AU  - Federal Highway Administration
TI  - Advances in Road Weather Research
PY  - 2004
SP  - 2p
AB  - Nearly a billion hours and seven thousand lives are lost each year due to the effects of adverse weather on the nation’s highways. To address this national challenge, the transportation and weather communities have joined forces to define needs and coordinate programs on road weather research. This short paper briefly presents  three publications that capture the status of road weather research and describe its needs
KW  - Highway safety
KW  - Needs assessment
KW  - Research
KW  - Road weather information systems
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/30000/30500/30599/rwresearchflyer.pdf
UR  - https://trid.trb.org/view/901036
ER  - 

TY  - RPRT
AN  - 01140741
AU  - Federal Highway Administration
TI  - Accelerated Construction
PY  - 2004
SP  - 2p
AB  - The solution for the problem of an aging infrastructure with increasing traffic demand is Accelerated Construction Technology Transfer (ACTT).  ACTT is a strategic process that uses various innovative techniques, strategies, and technologies to minimize actual construction time, while enhancing quality and safety on highways.  Several ACTT workshops have been completed, including one hosted by the Texas Department of Transportation to accelerate Project Pegasus, an initiative aimed at redesigning and improving the two major U.S. interstate freeways that serve downtown Dallas.  Other workshops are planned for 2004 and 2005.
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer program
KW  - Dallas (Texas)
KW  - Innovation
KW  - Interstate highways
KW  - Reconstruction
KW  - Road construction
KW  - Strategic planning
KW  - Workshops
UR  - http://ntl.bts.gov/lib/31000/31000/31039/ACTT_Fact_Sheet.pdf
UR  - https://trid.trb.org/view/901016
ER  - 

TY  - RPRT
AN  - 01120619
AU  - Federal Highway Administration
TI  - Transportation Asset Management Case Studies: Data Integration: The Arizona Experience
PY  - 2004
SP  - 20p
AB  - Arizona is one of the fastest growing States in the country. This rapid population growth is driving an ever-increasing demand for transportation infrastructure and services. In response, the Arizona Department of Transportation (ADOT) undertook several initiatives to improve its business practices. ADOT knew that an integrated information system would be critical to fully implement the improvements—a system that would enable agency staff to assemble and analyze data from multiple sources in seconds. At the heart of the agency’s data integration initiative is the ADOT Information Data Warehouse (AIDW). ADOT believes that the data warehouse concept is the fastest and least expensive way to integrate data from its existing systems. Existing management systems and databases will continue to be the agency’s official data sources. However, the data in these systems will be extracted periodically, referenced using a common geographic referencing system, and stored in the AIDW. Users will access the integrated data using online tools. The data integration effort has faced technical, cultural, and business process challenges. Pulling data from many sources into one repository exposes quality issues that must be resolved and data disconnects that must be fixed at the source. To solve these problems, ADOT’s overall approach addresses cultural and process issues concurrently with technological change. The data warehouse is critical to future infrastructure management practices: improving the availability of timely and accurate information will help ADOT offset the loss of experienced transportation personnel that is predicted to occur over the next few years. As younger staff are tasked with meeting the demands of a growing population, information and technology will replace experience and precedent as the bases for important decisions. ADOT has already added several types of data to the AIDW, including pavement and bridge data, project expenditures, photo logs, accident data, and as-built engineering drawings. Over the next several years, ADOT plans to add a new data source every three to four months. This incremental approach will enable ADOT to produce results and benefits quickly and often.
KW  - Arizona
KW  - Asset management
KW  - Business practices
KW  - Case studies
KW  - Data integration
KW  - Data warehouses
KW  - Decision making
KW  - Information technology
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/diaz.pdf
UR  - https://trid.trb.org/view/880469
ER  - 

TY  - RPRT
AN  - 01105829
AU  - National Highway Institute
TI  - Freeway management and operations : participant handbook
PY  - 2004
SP  - 1 v. (various pagings)
KW  - Education and training
KW  - Expressways
KW  - Handbooks
KW  - Highway operations
KW  - Management
KW  - Traffic engineering
KW  - United States
UR  - https://trid.trb.org/view/865443
ER  - 

TY  - RPRT
AN  - 01075303
AU  - Federal Highway Administration
TI  - Interstate 70 Corridor, section of independent utility #7, just west of Route 19 (mile past 174) to Lake St. louis Boulevard (mile past 214), Montgomery, Warren and St. Charles counties : environmental impact statement
PY  - 2004///Volumes held: Draft
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/834697
ER  - 

TY  - RPRT
AN  - 01075298
AU  - Federal Highway Administration
TI  - I-69 from Benoit to Robinsonville, SIU-11, Bolivar, Coahoma, Tunica, and Sunflower counties : environmental impact statement
PY  - 2004///Volumes held: Draft, DappG(folio)
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/834692
ER  - 

TY  - RPRT
AN  - 01075282
AU  - Federal Highway Administration
TI  - State Highway 397 (Mack Hatcher Parkway Extension) from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin, Williamson County : environmental impact statement
PY  - 2004///Volumes held: Draft, Dsup
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/834676
ER  - 

TY  - RPRT
AN  - 01075232
AU  - Federal Highway Administration
TI  - NYS Route 17--Elmira to Chemung from RM 17-6205-1134 to RM 17-6205-1179 and from RM 17-6205-1189 to RM 17-6205-1210, Chemung County, New York : environmental impact statement
PY  - 2004///Volumes held: Draft, DappA&B(fol), DappC, DappD, DappE, DappF, DappG&H, DappI&J, DappK, DappL&M
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/834626
ER  - 

TY  - RPRT
AN  - 01075197
AU  - Federal Highway Administration
TI  - U.S. Highway 89, Browning to Hudson Bay Divide, section 4(f) evaluation : environmental impact statement
PY  - 2004///Volumes held: Draft
KW  - Environmental impact statements
KW  - Montana
UR  - https://trid.trb.org/view/834591
ER  - 

TY  - RPRT
AN  - 01075194
AU  - Federal Highway Administration
TI  - California Forest Highway 224, Bautista Canyon Road Project, Riverside County : environmental impact statement
PY  - 2004///Volumes held: Draft(2v)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834588
ER  - 

TY  - RPRT
AN  - 01075152
AU  - Federal Highway Administration
TI  - US 2, Havre to Fort Belknap, Hill and Blaine counties, section 4(f) evaluation : environmental impact statement
PY  - 2004///Volumes held: Draft(2v), F(2v),Record of decision B1
KW  - Environmental impact statements
KW  - Montana
UR  - https://trid.trb.org/view/834546
ER  - 

TY  - RPRT
AN  - 01075136
AU  - Federal Highway Administration
TI  - Interstate 69, section of independent utility #9, from the Interstate 55/MS State Route 304 interchange in Hernand, Mississippi to the intersection of U.S. 51 and State Route 385 in Millington, Tennessee, Desoto and Marshall counties, Mississippi, Shelby and Fayette counties, Tennessee : environmental impact statement
PY  - 2004///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Mississippi
KW  - Tennessee
UR  - https://trid.trb.org/view/834530
ER  - 

TY  - RPRT
AN  - 01075004
AU  - Federal Highway Administration
TI  - Kelly Parkway from US 90 to SH 16, San Antonio, Bexar County : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/834398
ER  - 

TY  - RPRT
AN  - 01074998
AU  - Federal Highway Administration
TI  - Pioneer Mountain to Eddyville, US 20, Lincoln County : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/834392
ER  - 

TY  - RPRT
AN  - 01074984
AU  - Federal Highway Administration
TI  - US Route 67 (FAP 310) and Illinois Route 336 (FAP 315), Macomb area study, McDonough County : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834378
ER  - 

TY  - RPRT
AN  - 01074915
AU  - Federal Highway Administration
TI  - U.S. Route 40/61 bridge location study over the Missouri River, St. Charles and St. Louis counties : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/834309
ER  - 

TY  - RPRT
AN  - 01074863
AU  - Federal Highway Administration
TI  - U.S. Route 20 (FAP 301) from Illinois Route 84 north of Galena to Bolton Road northwest of Freeport, Jo Daviess and Stephenson counties : environmental impact statement
PY  - 2004///Volumes held: Draft, Dapp, F, Exhibits B1 (folio)
KW  - Environmental impact statements
KW  - Illinois
UR  - https://trid.trb.org/view/834257
ER  - 

TY  - RPRT
AN  - 01074848
AU  - Federal Highway Administration
TI  - Eastern extension of the George Bush Turnpike from SH 78 to IH 30, Dallas County : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/834242
ER  - 

TY  - RPRT
AN  - 01074796
AU  - Federal Highway Administration
TI  - I-90 two-way transit and HOV operations, King County : environmental impact statement
PY  - 2004///Volumes held: Draft, F(2v)
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834190
ER  - 

TY  - RPRT
AN  - 01074726
AU  - Federal Highway Administration
TI  - Slingerlands bypass extension (NYS Route 85), Cherry Avenue extension to Albany City line : environmental impact statement
PY  - 2004///Volumes held: Draft, Draft AppendixE-I, F, FappE-I
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/834120
ER  - 

TY  - RPRT
AN  - 01074687
AU  - Federal Highway Administration
TI  - Highway US-81, Yankton Bridge study, a Missouri River crossing between the City of Yankton, Yankton County, South Dakota, and Cedar Country, Nebraska : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834081
ER  - 

TY  - RPRT
AN  - 01074629
AU  - Federal Highway Administration
TI  - US 17 improvements, Washington and Chocowinity vicinity Beaufort County and Pitt County, from south of SR 1127 (Possum Track Road) to north of SR 1418 (Roberson Road) : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/834023
ER  - 

TY  - RPRT
AN  - 01074603
AU  - Federal Highway Administration
TI  - United States Highway 10, Trestik Road-CTH K (Stevens Point Bypass), Portage County : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/833997
ER  - 

TY  - RPRT
AN  - 01074453
AU  - Federal Highway Administration
TI  - MD97- Brookeville project from south of Gold Mine Road to north of Holiday Drive, Montgomery County : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Maryland
UR  - https://trid.trb.org/view/833847
ER  - 

TY  - RPRT
AN  - 01074413
AU  - Federal Highway Administration
TI  - Route location, adoption and construction of State Route 905 between the Otay Mesa Port of Entry and Interstate 805 in the County of San Diego : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/833807
ER  - 

TY  - RPRT
AN  - 01074167
AU  - Federal Highway Administration
TI  - MD-210 multi-modal study (Indian Head Highway), improvements between I-95/I-495 and MD-228, Prince George's County : environmental impact statement
PY  - 2004///Volumes held: Draft, F, Maps B1(B1 is folio)
KW  - Environmental impact statements
KW  - Maryland
UR  - https://trid.trb.org/view/833561
ER  - 

TY  - RPRT
AN  - 01074107
AU  - Federal Highway Administration
TI  - I-94 rehabilitation project, Detroit, Wayne County: environmental impact statement
PY  - 2004///Volumes held: Draft, Draft Appendix, F, Fsum, Fapp(2v)
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/833501
ER  - 

TY  - RPRT
AN  - 01062356
AU  - Federal Highway Administration
TI  - Transportation Improvement Study-Routes 9 and 100 (NH-010-1(33)), Windham County : environmental impact statement
PY  - 2004///Volumes held: Draft(6v),Dsum, F(3v)
KW  - Environmental impact statements
KW  - New Hampshire
KW  - Vermont
UR  - https://trid.trb.org/view/821853
ER  - 

TY  - RPRT
AN  - 01062279
AU  - Federal Highway Administration
TI  - USH-12, Lake Delton to Sauk City (IH 90/94 to Ski Hi Road), Sauk County : environmental impact statement
PY  - 2004///Volumes held: Draft, Dsup(2v), F, Fapp
KW  - Environmental impact statements
KW  - Hawaii
KW  - Wisconsin
UR  - https://trid.trb.org/view/821775
ER  - 

TY  - RPRT
AN  - 01062273
AU  - Federal Highway Administration
TI  - Burlington Bypass State Trunk Highway (STH) 36, STH 11, and STH 83, Racine and Walworth Counties : environmental impact statement
PY  - 2004///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/821769
ER  - 

TY  - CONF
AN  - 01046474
AU  - Curtit, Mike
AU  - Sommerer, Jason
AU  - Federal Highway Administration
TI  - Use of MicroSimulation to Convey Access Management Techniques
PY  - 2004
SP  - 7p
AB  - The Missouri Department of Transportation has utilized several microsimulation software packages to analyze the impacts of proposed designs, such as interchange footprint and outer road spacing.  Traditionally, one of the most difficult aspects of a project has been providing a clear understanding of the final product to the public.  This paper discusses the use of visual simulation models to convey access management techniques to the general public.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Education
KW  - Impact studies
KW  - Interchanges
KW  - Microsimulation
KW  - Missouri Department of Transportation
KW  - Outreach
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806609
ER  - 

TY  - CONF
AN  - 01046473
AU  - Feeney, Barbara
AU  - Federal Highway Administration
TI  - Corridor Planning in Wisconsin: A Work in Progress
PY  - 2004
SP  - 14p
AB  - The Wisconsin Department of Transportation (WisDOT) has begun experimenting with new combinations of tools aimed at addressing transportation problems within their community context. The most extensive and deliberate use of these tools is corridor planning. Corridor planning is an approach that is rooted in collaboration with local communities to address all the issues of context that are beyond the purview of the state transportation agency. This paper describes the corridor planning process and the various ways corridor planning processes can be used, and presents the results of an extensive corridor planning project recently completed. The case study presented is a corridor plan prepared for a 60-mile corridor, 45 miles of which is slated for expansion. The plan was developed in collaboration with local communities, using several educational tools and a structured process that involved local community leaders and elected officials. The plan recommendations include revising land use plans to address new issues and opportunities associated with a highway expansion project, employing tools to balance transportation and land use in local areas, planning for interchange areas, preserving agriculture, and addressing multi-modal needs.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Agriculture
KW  - Case studies
KW  - Communities
KW  - Corridor planning
KW  - Education
KW  - Highway corridors
KW  - Highway expansion
KW  - Interchanges
KW  - Land use planning
KW  - Multimodal transportation
KW  - Wisconsin
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806622
ER  - 

TY  - CONF
AN  - 01046472
AU  - Page, Oliver
AU  - Federal Highway Administration
TI  - Equity Impacts and Challenges of Highway Access Management in an Emerging Economy - South Africa at the Crossroads
PY  - 2004
SP  - 17p
AB  - As a middle income country, South Africa realizes that it cannot build its way out of every transportation challenge faced. Alternative interventions have a role to play in optimizing the efficiency of the present transportation network while ensuring benefits arising from this optimization are distributed equitably. The implementation of the proposed Guidelines on Road Access Management in South Africa is one such intervention that may “equitably” improve the transportation environment. This paper describes the evolution and status quo of access management in South Africa; assesses the concept and purpose of access management from an equity perspective; considers the efficacy of implementing national access management guidelines while honoring “equity” principles contained in the South African Constitution and other civil laws/regulations; and assesses a selection of access management techniques with respect to their potential equity impacts. Before concluding, identification is made of a selection of obstacles that have frustrated the adoption and implementation of access management principles on a national scale. Inconsistent access management implementation (inevitable where there is no mandated national guideline) compounds the level of inequity manifested by ad-hoc road access permitting and management. Thus, the author concludes, the adoption and implementation of a national access management guideline measurably enhances the potential of “equitably” improving the transportation environment in South Africa.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Developing countries
KW  - Equity (Justice)
KW  - Guidelines
KW  - South Africa
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806659
ER  - 

TY  - CONF
AN  - 01046471
AU  - Gluck, Jerome
AU  - Michel, Jean
AU  - Geiger, Michael
AU  - Varughese, Maya
AU  - Federal Highway Administration
TI  - Access Management: The Challenge of Retrofit Theory versus Reality
PY  - 2004
SP  - 23p
AB  - This paper discusses issues encountered in developing a retrofit project for a roadway in a densely developed, commercialized area. Numerous, major shopping centers and a high volume of through traffic produce congestion and safety impacts. The study area involves New York State Route 27 (NY27), also known as Sunrise Highway, a principal arterial in suburban Long Island. The conditions along NY27 are typical of corridors throughout the United States where development approvals were granted by local land use agencies without sufficient consideration of whether the transportation system can accommodate the associated traffic. The state department of transportation, in this case, or other transportation agency is then put in the position of attempting to implement a retrofit project to mitigate the traffic and safety conditions. On NY27, the proximity of the shopping center driveways to each other and to the nearby intersections results in heavy turning-movement volumes that block the through travel lanes and cause over-lapping conflicts, weaving movements, and queues. The significant traffic congestion and the high accident rate reflect the problems caused by inadequate access spacing and the need for improved access management. Numerous improvement options were identified, representing a wide range of access management strategies and configurations. These options were screened and modified to reflect community desires and business concerns. This paper reviews the operational and safety problems, identifies a theoretical access configuration along the NY27 corridor that could mitigate these problems, and reviews the alternative that was approved and is being progressed to final design. The approved alternative reflects “real-world” considerations that affect a retrofit project.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Commercial strips
KW  - Crash rates
KW  - Driveways
KW  - Long Island (New York)
KW  - Shopping centers
KW  - Through traffic
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Traffic queuing
KW  - Traffic safety
KW  - Turning traffic
KW  - Weaving traffic
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806602
ER  - 

TY  - CONF
AN  - 01046470
AU  - Schwichtenberg, Jon
AU  - Federal Highway Administration
TI  - Development of the Access Determination GIS Application (ADGIS)
PY  - 2004
SP  - 167p
AB  - This paper discusses the design, development and implementation of a Geographic Information System (GIS) for access management for the Wisconsin Department of Transportation (WisDOT).  The system was developed to facilitate better decision making for all groups within WisDOT in regards to access from parcels of land to state controlled highways.  The paper is presented in the following chapters:  (1) Loading County Information; (2) Using Display Options; (3) Locating Items; (4) Info; and (5) Tools.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Decision making
KW  - Geographic information systems
KW  - Wisconsin Department of Transportation
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806599
ER  - 

TY  - CONF
AN  - 01046469
AU  - Eisele, William L
AU  - Frawley, William E
AU  - Federal Highway Administration
TI  - Estimating the Impacts of Access Management with Micro-simulation: Lessons Learned
PY  - 2004
SP  - 16p
AB  - This paper describes research sponsored by the Texas Department of Transportation (TxDOT) to investigate the operational impacts of access management techniques—raised medians and driveway consolidation. Operational impacts (travel time, speed, and delay) were investigated through micro-simulation on three field test corridors and three theoretical corridors. Proof-of-concept and preliminary results of the time-to-collision (TTC) measure for safety analysis are also described in this paper. The proposed future conditions (approximately a 20% increase in traffic) with a raised median resulted in a percent increase in travel time from 2 to 57% on two test corridors, and a decrease of 11 to 38% on one test corridor compared to the two-way left-turn lane (TWLTL). The travel time increases equated to as much as a 6 mph decrease in speed on one corridor and an increase of 7 mph on another corridor. A similar percent increase with the raised median compared to the TWLTL was found with the theoretical corridors—equating to an average speed decrease of 3 mph. The travel time differences are based upon the traffic level and location/number of the raised median openings. This relatively small change in travel time and speed would appear to be outweighed by the reduction in the number of conflict points and increased safety experienced with raised median installation. Detailed crash analysis was also performed as part of this TxDOT research effort; however, the focus of this paper is on the micro-simulation of operational impacts. Finally, future research needs are identified in the paper including the need to investigate operational and safety impacts over a broader range of geometric conditions and longer corridors than investigated here. It should be noted that the results of this analysis are from a limited number of test corridors and simulation runs. The results should not be taken as representative for other areas as detailed micro-simulation is often necessary at each site-specific location. The information provided in this paper is anticipated to be useful for transportation professionals seeking additional information on the potential impacts of raised medians and driveway consolidation, two common access management techniques, as well as information on using micro-simulation for analyzing access management treatments.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Driveways
KW  - Future research
KW  - Highway operations
KW  - Highway safety
KW  - Impacts
KW  - Lessons learned
KW  - Median openings
KW  - Microsimulation
KW  - Raised medians
KW  - Speed
KW  - Travel time
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806563
ER  - 

TY  - CONF
AN  - 01046468
AU  - Kramer, Jeffrey
AU  - Williams, Kristine M
AU  - Seggerman, Karen E
AU  - Federal Highway Administration
TI  - Integrating Access Management into the MPO Transportation Planning Process
PY  - 2004
SP  - 11p
AB  - The research objective for NCHRP Project 8-46: A Guide for Including Access Management in Transportation Plans is to develop practical guidance for integrating access management principles, techniques and strategies into transportation planning at the state, metropolitan, corridor and local level. The project is being developed by Dye Management, in coordination with Urbitrans Associates, and the Center for Urban Transportation Research (CUTR) at the University of South Florida. This paper addresses CUTR’s research findings to date on current efforts of metropolitan planning organizations to integrate access management into their transportation planning activities.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Metropolitan planning organizations
KW  - Transportation planning
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806553
ER  - 

TY  - CONF
AN  - 01046467
AU  - Harvey, Kathy
AU  - Mugg, Jerry
AU  - Federal Highway Administration
TI  - Access Management and NEPA: MoDOT's Experience with the I-70 Second Tier Studies
PY  - 2004
SP  - 3p
AB  - The Missouri Department of Transportation (MoDOT) is conducting a group of studies to determine how to improve 200 miles of Interstate 70 between St. Louis and Kansas City.  Addressing access within the functional boundary of interchanges is a key element of the project.  The paper first briefly reviews I-70 decision making studies and MoDOT's access management guidelines.  Attention is then focused on access management and the National Environmental Policy Act (NEPA).  The discussion covers purpose and need of proposed improvements, public outreach and education, alternatives development, and alternatives evaluation.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Alternatives analysis
KW  - Education
KW  - Improvements
KW  - Interchanges
KW  - Interstate highways
KW  - Missouri Department of Transportation
KW  - National Environmental Policy Act of 1969
KW  - Outreach
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806607
ER  - 

TY  - CONF
AN  - 01046466
AU  - Williams, Kristine M
AU  - Federal Highway Administration
TI  - Tallahassee-Leon County Corridor Management Program
PY  - 2004
SP  - 7p
AB  - The City of Tallahassee and Leon County (FL) have a long history of coordination in planning. A joint City/County Planning Department has been in place since 1968, and the jointly adopted local comprehensive plan sets policy directions for both communities. The two jurisdictions coordinate on regional transportation planning through the metropolitan planning organization (MPO) and the Blueprint 2000 Intergovernmental Agency (IA). The Blueprint IA complements the MPO and is governed by the Board of County Commissioners and the City Commission, who oversee projects identified through a citizen-initiated visioning process called “Blueprint 2000”. The goal of “Blueprint 2000” was to develop a coordinated plan for more effective management of infrastructure and natural resources in the region. The effort culminated in the Blueprint 2000 and Beyond Project Definitions Report, which included transportation, conservation, and stormwater management projects. This report was instrumental in obtaining citizen support for an extension of the one-cent sales tax in the Fall of 2000. Eighty percent of these revenues are dedicated to Blueprint projects, with the remaining 20% split equally between the City and County for other high priority sales tax eligible projects. In May of 2002, the Blueprint 2000 IA initiated a project to develop a comprehensive corridor management program for the City of Tallahassee and Leon County. One goal of the project was to preserve right-of-way for future transportation projects as development occurs (corridor preservation). Another goal was to strengthen local policies and regulations for managing access on the community’s major transportation routes (access management). In this way, both communities could advance the Blueprint mission of more effective infrastructure management and in turn help make the most of public sales tax revenues. The Center for Urban Transportation Research at the University of South Florida was retained to prepare comprehensive plan amendments, ordinances, and design standards to accomplish these goals. The project involved a comprehensive set of policies, standards, and procedures for local corridor management. It also involved numerous jurisdictions, agencies, and stakeholders. This paper provides an overview of the project, highlights of the proposed policies, and issues faced in program development.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Corridor management
KW  - Corridor preservation
KW  - Intergovernmental partnerships
KW  - Leon County (Florida)
KW  - Metropolitan planning organizations
KW  - Policy
KW  - Right of way (Land)
KW  - Sales tax
KW  - Tallahassee (Florida)
KW  - Transportation planning
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806560
ER  - 

TY  - CONF
AN  - 01046465
AU  - Allen, Tom
AU  - Federal Highway Administration
TI  - Access Management in Value Engineering
PY  - 2004
SP  - 4p
AB  - This paper discusses how access management techniques have impacted Value Engineering (VE) studies.  The following three topics are described and discussed using results from actual VE studies:  Diamond interchange footprint; Urban widening (retrofit with median strip); and Left turn lanes on a rural arterial.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Diamond interchanges
KW  - Highway widening
KW  - Left turn lanes
KW  - Medians
KW  - Rural areas
KW  - Value engineering
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806608
ER  - 

TY  - CONF
AN  - 01046464
AU  - Luedtke, Jamie
AU  - Plazak, David J
AU  - Federal Highway Administration
TI  - Measuring Urban Commercial Land Value Impacts of Access Management Techniques
PY  - 2004
SP  - 21p
AB  - The safety benefits of access management, the controlling of access points on roadways, have been proven and have been well documented in past research. However, there is limited research on the economic impacts of access management, and most existing research is qualitative. Further quantitative research is needed because commercial business owners believing that direct and complete access to their land is an integral part of sales do not always accept access management practices. However, using sales data as an economic indicator in analysis presents problems, for sales data cannot be gathered per land parcel. Commercial land values are useful in this regard. This research measures the urban commercial land value impacts of access management applications in Des Moines, Iowa through a regression model. The regression model is based on the hedonic property value model, a regression model measuring relationships between non-market variables and property values. The regression model used in this study measures relationships between commercial land values per square foot to parcel square footage, average annual daily traffic (AADT) counts, and scaled access control for each study parcel.   The results of the study regression model found that both parcel square footage and AADT have negative relationships to commercial land values, while access control has virtually no influence on commercial land values. This finding could help demonstrate to business owners that access control should not negatively impact their land values, and be one step to further access management acceptance in the business community.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Annual average daily traffic
KW  - Commercial real estate
KW  - Des Moines (Iowa)
KW  - Economic impacts
KW  - Land values
KW  - Regression analysis
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806612
ER  - 

TY  - CONF
AN  - 01046463
AU  - Potts, Ingrid B
AU  - Harwood, Douglas W
AU  - Levinson, Herbert S
AU  - Gluck, Jerome
AU  - Federal Highway Administration
TI  - Safety of U-Turns at Unsignalized Median Openings on Urban and Suburban Arterials
PY  - 2004
SP  - 24p
AB  - Many state and local transportation agencies install nontraversable medians on multilane arterials to improve safety and travel times and to better manage local access. Because nontraversable medians restrict direct left-turn access to and from adjacent developments, traffic destined for these locations must use alternate routes, some of which may involve making U-turns at nearby median openings—a movement often referred to as an indirect left turn. NCHRP Project 17-21, “Safety of U-Turns at Unsignalized Median Openings,” was conducted to further assess the safety effects of U-turn volumes. This paper presents key findings, along with the access management applications, from that research. It includes a summary of key literature, presents a detailed classification scheme for median openings, summarizes the results of comprehensive field studies, and identifies several highway planning implications. The research results indicate that access management strategies that increase U-turn volumes at unsignalized median openings can be used safely and effectively. Analysis of accident data found that accidents related to U-turn and left-turn maneuvers at unsignalized median openings occur very infrequently. In urban arterial corridors, unsignalized median openings experienced an average of 0.41 U-turn plus left-turn accidents per median opening per year. In rural arterial corridors, unsignalized median openings experienced an average of 0.20 U-turn plus left-turn accidents per median opening per year. Based on these limited accident frequencies, there is no indication that U-turns at unsignalized median openings constitute a major safety concern.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Crash rates
KW  - Field studies
KW  - Highway planning
KW  - Highway safety
KW  - Literature reviews
KW  - Median openings
KW  - Rural areas
KW  - Suburbs
KW  - U turns
KW  - Urban areas
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806625
ER  - 

TY  - CONF
AN  - 01046462
AU  - Aldrich, Stephen
AU  - Lockwood, Richard
AU  - Paxton, Harold
AU  - Federal Highway Administration
TI  - Rural Transportation Planning: How to Effectively Plan, Implement, and Communicate an Access Management Study
PY  - 2004
SP  - 10p
AB  - Over the past decade, states have experienced a shortage of highway funds needed to keep up with transportation growth. When this occurs, both transportation studies and construction projects are drastically cut back. In most cases, urbanized areas tend to consume the largest percent of available funds. Hardest hit for transportation study and construction funds usually are the rural areas. This makes it difficult to establish need and fiscal priorities in rural areas. The answer: Access Management becomes the most valuable transportation and land use management tool for maintaining the integrity of rural highways. Transportation planning experience shows that the neglected rural arterials of today become the over-developed suburban arterials of the future. Anticipation of transportation needs and wants of others, with an in-depth appraisal of their present highway system, helps identify how one can manage long-term growth and ensure safe and efficient transportation solutions. The U.S. Route 13/Wallops Island Access Management Study, completed by the Virginia Department of Transportation (VDOT) in May 2002, is a successful example of such a project. The 69-mile corridor on Virginia's isolated rural eastern shore peninsula serves interstate travelers, town residents, farm equipment, tourists, bicyclists, school buses, long haul truckers and commuters. This major access study, for the Commonwealth, looked primarily at ways to make the access to the roadway safer and more efficient. A few of the concerns that had to be addressed included: the road contains more than 1,300 driveways--most without adequate turn lanes, almost 300 median crossovers, intersecting cross roads that do not line up from one side to the other, antiquated drainage culverts that can be dangerous if you happen to leave the highway, variable-width medians and numerous speed change zones. This paper addresses how VDOT effectively planned, implemented, and communicated the outcome of an access management study based on lessons learned on this very successful Virginia experience. Topics covered include: Performing a needs and infrastructure assessment; Using GIS for innovative data collection, design, and analysis; Effectively linking community and interagency involvement; Creating a conceptual solution using state-of-the-art graphic and techniques; Involving and informing public and private interests; Assistance localities with zoning ordinance; Developing guidelines for future access studies; and Turning the plan into a reality.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Driveways
KW  - Geographic information systems
KW  - Highway safety
KW  - Land use planning
KW  - Median crossovers
KW  - Ordinances
KW  - Rural areas
KW  - Transportation planning
KW  - Wallops Island (Virginia)
KW  - Zoning
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806603
ER  - 

TY  - CONF
AN  - 01046461
AU  - Hutchinson, David
AU  - Federal Highway Administration
TI  - Traffic Operations and Access Management in Springfield, Missouri - A Corridor Approach
PY  - 2004
SP  - 10p
AB  - The City of Springfield, Missouri, has long had an interest in managing access to and from roadways as a component of traffic operations management.  In 1999 the City became particularly interested in making some comprehensive changes in access management practice.  Funds were budgeted to implement access management techniques on two major arterial streets in Springfield.  A concept plan for implementation of access management techniques within each corridor was developed.  This paper discusses the access management projects included in that plan, as well as eight concurrent intersection projects.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Corridor management
KW  - Highway operations
KW  - Springfield (Missouri)
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806555
ER  - 

TY  - CONF
AN  - 01046460
AU  - Levinson, Herbert S
AU  - Mentor, Icon
AU  - Federal Highway Administration
TI  - Simplified Capacity Concepts for Access Management
PY  - 2004
SP  - 24p
AB  - Capacity estimates are essential in developing and assessing access management projects and in determining lane requirement for arterial roads. There is an important need for approaches that can quickly respond to changes in site plans and roadway configuration, both in the field and in the office. The paper presents several capacity concepts that respond to this need and that reflect the uncertainties and variations of future traffic estimates. One approach involves estimating future lane requirements based upon daily traffic volumes per lane and available green-per-cycle ratios. A second approach shows how signalized intersection capacity can be estimated where vehicles in left lanes move on the same phase as the through traffic. Here, the available green time is allocated between the through movement and the opposing left turns. It is an adaptation of the critical movement procedure that takes into account traffic signal timing. A third approach describes a simplified technique for dealing with shared left turn lanes at signalized intersections. Results are compared with Australian, Canadian and Highway Capacity Manual procedures for typical volume conditions. It shows that shared lanes are typically about 40 to 60% as effective as through lanes. Finally, the paper identifies other areas where simplified procedures would be useful.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Highway capacity
KW  - Signalized intersections
KW  - Traffic forecasting
KW  - Traffic volume
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806657
ER  - 

TY  - CONF
AN  - 01046459
AU  - Williams, Kristine M
AU  - Zhou, Huaguo
AU  - Hagen, Larry
AU  - Farah, Waddah
AU  - Federal Highway Administration
TI  - Benefit-and-Cost Analysis of Strategic Acquisition of Limited Access Right-of-Way near Interchanges
PY  - 2004
SP  - 12p
AB  - The purpose of this study was to determine whether acquiring additional limited access right-of-way (ROW) at the time an interchange is built and before the surrounding area is subdivided and developed, is in fact cost effective in light of potential costs and benefits.  The study methodology included the following:  (1) traffic operations analysis of the interchange with varying configurations of signalized access spacing, (2) safety analysis of interchanges with varied access spacing in Florida, and (3) a cost/benefit analysis of acquiring varying amounts of limited access ROW.  Findings indicate that the long term safety, operational, and fiscal benefits of purchasing additional limited access ROW at interchange areas greatly exceed the initial up front costs of acquiring additional limited access ROW.  Additional research is suggested to further refine and expand upon these results.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Benefit cost analysis
KW  - Cost effectiveness
KW  - Expressways
KW  - Florida
KW  - Highway safety
KW  - Interchanges
KW  - Property acquisition
KW  - Right of way (Land)
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806604
ER  - 

TY  - CONF
AN  - 01046458
AU  - Schulte, Kurt J
AU  - Federal Highway Administration
TI  - FM 518 Corridor Access Management Plan
PY  - 2004
SP  - 6p
AB  - With regional growth in mind and limited funds for massive highway infrastructure, the Houston-Galveston Area Council (H-GAC) commissioned the FM 518 study to identify enhancements that will improve public safety and traffic flow, reduce motorist delay, enhance air quality, and improve bicycle and pedestrian access without adding capacity. Built in the 1960s, FM 518 provides east-west mobility and access to many retail, commercial, and residential developments. In addition, the corridor intersects with four major north-south facilities: US 288, SH 35, I-45, and SH 146. These north-south routes provide commuters with direct routes to Houston, Galveston, and major attractions such as the Texas Medical Center and the Houston Space Center. FM 518 has a very high crash history and experiences peak-hour delays at many of its major intersections. The access management study commissioned by H-GAC will ultimately provide the appropriate agencies with a list of short-term operational and access management improvements. In addition, the study will identify bicycle and pedestrian improvements and explore transit opportunities and funding. Recommendations for long-range improvements will be compiled into what could become an access management overlay district for the corridor. Long-range recommendations will include driveway spacing guidelines, shared access provisions, and several other access-related techniques aimed at increasing safety and reducing traffic congestion.  This paper discusses the following:  existing conditions, study goals, public involvement, short-term and long-term toolbox, findings and best practices.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Corridor management
KW  - Galveston (Texas)
KW  - Highway safety
KW  - Houston (Texas)
KW  - Houston-Galveston Area Council
KW  - Long range planning
KW  - Short range planning
KW  - Traffic mitigation
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806561
ER  - 

TY  - CONF
AN  - 01046457
AU  - Jurasin, Robert P
AU  - Levinson, Herbert S
AU  - Federal Highway Administration
TI  - Route 190 Corridor Study: A Multi-Faceted Approach
PY  - 2004
SP  - 32p
AB  - Route 190 is an east-west arterial in the suburban communities of Enfield and Somers in northern Connecticut. The ten-mile corridor passes through areas of different character – the western end is commercially developed with a connection to Route I-91 and the eastern end is rural. The corridor passes through four village areas, three of which are designated as National Historic Districts. This paper summarizes the key results of the Route 190 Corridor Study conducted for the Capitol Region Council of Governments. The study evaluated traffic conditions and suggested improvements to assure future mobility and to preserve the historic character of the four villages. Recommendations included traffic engineering, bicycle and pedestrian improvements. The traffic forecasts indicated that there would be no need to widen Route 190. The realignment of intersection approaches and provision of turn lanes will provide necessary capacity increases. The study addressed access management for the two communities in several ways. First, access management was incorporated into recommended improvements, by closing some driveways or by planning for future consolidated access in undeveloped portions of the corridor. Secondly, the local planning, zoning and subdivision regulations were reviewed and recommendations were made to strengthen the ability to control and manage access. Two general approaches were taken: possible overlay districts, for which special regulations were developed, and a more general incorporation of access management provisions into townwide regulations. The corridor study was conducted with an extensive public and community participation process. The public involvement program was effective in building consensus for recommended improvements. The communities have adopted the overall corridor improvement plans, and the Connecticut Department of Transportation is planning to implement several of the recommended projects. The study indicates that a corridor improvement plan can be implemented for two-lane rural roads, and that such a plan can also extend beyond the immediate corridor.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Consensus
KW  - Driveways
KW  - Enfield (Connecticut)
KW  - Highway corridors
KW  - Historic preservation
KW  - Improvements
KW  - Mobility
KW  - Public participation
KW  - Regulations
KW  - Somers (Connecticut)
KW  - Suburbs
KW  - Zoning
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806628
ER  - 

TY  - CONF
AN  - 01046456
AU  - Riffkin, Matt
AU  - Boschert, Tim
AU  - Federal Highway Administration
TI  - Access Management and Public Involvement: Lessons Learned the Hard Way in Utah
PY  - 2004
SP  - 5p
AB  - This paper discusses the Utah Access Management Program which was initially drafted in 1999.  Concurrent with this program an Environmental Assessment was initiated for a proposed widening of 7 miles of a suburban arterial, 12600 South, and the construction of raised medians at all mid-block access locations.  Events unfolded according to the political realities and not according to the schedules established by either the Access Management Program or the 12600 South Project.  All opposition to the project, which was initially very small but grew as construction impacts loomed, became focused on the issue of raised medians.  Despite these challenges and through the use of consistent community outreach, a successful compromise was developed.  Lessons were learned the hard way and included the following: (1) Listen before teaching; (2) Identify and communicate the important issues; (3) Compromise and seek solutions; and (4) Stay on the high road.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Environmental impact analysis
KW  - Lessons learned
KW  - Outreach
KW  - Public participation
KW  - Raised medians
KW  - Utah
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806660
ER  - 

TY  - CONF
AN  - 01046455
AU  - Hearne, Lonnie
AU  - Federal Highway Administration
TI  - Development of an Automated Access Management System for Highway Driveway Access
PY  - 2004
SP  - 14p
AB  - In late 2000 the Federal Highway Administration 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.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Automation
KW  - Driveways
KW  - Florida Department of Transportation
KW  - Permits
KW  - Prototypes
KW  - Three dimensional imaging
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806601
ER  - 

TY  - CONF
AN  - 01046454
AU  - Shorten, Brian
AU  - Federal Highway Administration
TI  - TH 336/CSAH 11 Corridor Management Plan
PY  - 2004
SP  - 58p
AB  - This paper discusses the background and details of a corridor management plan for the TH 336/CSAH 11 corridor, a developing area on the fringe of the Fargo-Moorhead (North Dakota/Minnesota) metropolitan area.  The plan includes effective ties to both metropolitan planning and local land use planning.  The planning partners want to ensure that future development and/or other changes will not significantly affect the safety and mobility of the corridor or negatively impact the sensitive aquifer area just east of Trunk Highway 336.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Environmental impacts
KW  - Fargo (North Dakota)
KW  - Highway corridors
KW  - Highway safety
KW  - Land use planning
KW  - Metropolitan areas
KW  - Mobility
KW  - Moorhead (Minnesota)
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806663
ER  - 

TY  - CONF
AN  - 01046453
AU  - Thieken, Stephen L
AU  - Croft, Frank M
AU  - Federal Highway Administration
TI  - An Evaluation of Characteristics That Impact Violation Rates at Right-in/Right-out Driveways
PY  - 2004
SP  - 23p
AB  - One popular method of reducing congestion and improving safety on our roadways is the implementation of access management techniques on arterial streets. One such technique is the right-in/right-out (RIRO) driveway, which is constructed to dissuade left turns. Reducing left turns reduces vehicular conflict points, which decreases the potential for vehicular crashes and delays. This research focuses exclusively on RIRO driveways where there is not a center median on the arterial to physically prevent left turns, where compliance is necessary to realize the benefits. Numerous specific driveway and site characteristics that may impact violation rates were identified through surveys, a literature review, and a qualitative review of seven existing RIRO driveway sites. A method is developed to quantitatively evaluate RIRO characteristics based on their impact on violation rates. This method includes linear regression models that incorporate these characteristics. Though due to the limited number of RIRO driveways studied in this research, statistically significant relationships between characteristics and violation rates could not be developed, some interesting initial results were obtained that deserve further investigation. The findings indicate some characteristics that may impact violation rates are the shape and size of the raised island, the existence of vehicle storage on the arterial, the existence of delineators on the island, and the volume of traffic on the arterial.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Driveways
KW  - Right turn only islands
KW  - Traffic violations
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806630
ER  - 

TY  - CONF
AN  - 01046452
AU  - Federal Highway Administration
TI  - Sixth National Conference on Access Management, August 29-September 1, 2004, Kansas City, Missouri
PY  - 2004
SP  - v.p.
AB  - The Sixth National Access Management Conference was held in Kansas City, Missouri, on August 29-September 1, 2004.  The proceedings consist of presentations, papers, and in a few cases animated presentations created from the live presentation at the conference.  The sessions were as follows:  Workshop - TRB Access Management Manual; Access Management Policy Research; Alternative Dispute Resolution in Access Management; Workshop - Impact Calculator from NCHRP Report 420: Impacts of Access Management Techniques; Corridor Management Plans (Part I); Emerging Technologies in Access Management; Workshop - Web Resources in Access Management; Access Management in Regional and Urban Planning; Valuation of Access; Workshop - A.D.A. in Access Management; Intergovernmental Agreements in Access Management; Managing Access at Missouri's Interchanges; Workshop - The Expert Witness in the Courtroom (Part I); Economic Impacts of Access Management; Access Management Technical Research (Part I); Workshop - The Expert Witness in the Courtroom (Part II); Corridor Management Plans (Part II); Access Management Technical Research (Part II); Workshop - Site Access Traffic Studies; Access Management Programs at the State Level; Developing in a Regulated World; Workshop - Development of Access Management Outreach Materials; Access Management and Land Use; Innovative Analysis of Access; and Workshop - Inquiring Minds Want to Know: Starting a State Access Management Program.
U1  - Sixth National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMissouri Department of TransportationKansas Department of TransportationMidwest Transportation ConsortiumKansas City,Missouri,United States StartDate:20040829 EndDate:20040901 Sponsors:Transportation Research Board, Federal Highway Administration, Missouri Department of Transportation, Kansas Department of Transportation, Midwest Transportation Consortium
KW  - Access control (Transportation)
KW  - Americans with Disabilities Act
KW  - City planning
KW  - Conferences
KW  - Corridor management
KW  - Disputes
KW  - Economic impacts
KW  - Expert witnesses
KW  - Impacts
KW  - Innovation
KW  - Interchanges
KW  - Intergovernmental partnerships
KW  - Land use
KW  - Outreach
KW  - Policy
KW  - Regional planning
KW  - Regulations
KW  - Research
KW  - State departments of transportation
KW  - Traffic studies
KW  - Transportation corridors
KW  - Valuation
KW  - Websites (Information retrieval)
UR  - http://www.teachamerica.com/accessmanagement.info/2004Conference.html
UR  - https://trid.trb.org/view/806548
ER  - 

TY  - CONF
AN  - 01043976
AU  - Burke, Gaylord
AU  - Transportation Research Board
TI  - New Digital Imaging Systems for Small and Mid-Sized Metropolitan Areas
PY  - 2004
SP  - 7p
AB  - The Merrimack Valley Planning Commission (MVPC) of Massachusetts, composed of 15 small communities ranging in population from 4,000 to 70,000 persons, is the first regional entity in the country to acquire a patented new aerial imaging data system and software. This is a unique and economical system by which color digital aerial photography is provided, including patented supporting software from which measurements and calculations can be made and images easily retrieved from thumbnail scrolling on a desktop computer. Geographic information system (GIS) data can be layered on the images and one can view all points by coordinates.  The most unique aspect of the system is the close-up and oblique (side-view) imagery that constitutes more than 90% of the photo library. This allows for much more understandable viewing and analyses of locations, roads and buildings compared with the traditional straight-down orthogonal perspective. Also highly unique is that measurements can be made from the screen even in the oblique mode. All municipal departments can readily and more comprehensively view locations in the field from their desktops, but the public safety and transportation applications may be the most dramatic. The images and software may be installed on as many municipal desktops as desired.  The MVPC and its metropolitan planning organization (MPO) carried out a successful “regional purchasing” of the system and enrolled all of its jurisdiction in the sublicensing of the image library and software. At an average community cost of $5,000 all receive images, software and support; the entire MPO is covered with many overlapping images from different compass directions.  Specific transportation applications of the system are extensive:  Updating road inventory files and identifying road centerlines; Measuring roadways and intersections for lane configuration improvements and restriping; Viewing infrastructure along roadways, including poles and signs; Viewing the condition of roadways; Viewing high accident locations; Planning for development along roadways; Measuring paved areas such as parking lots and roads. This paper describes the unique Pictometry product, its success in the regional purchasing of it by small communities, and the successful use of the system in the transportation planning process.  MVPC is an Alpha and Beta tester of new system applications in GIS connectivity and change detection. MVPC is also now working on integrating its economic, traffic and land use models and is exploring how it will connect the unified models to its new imaging system.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Aerial imagery
KW  - Condition surveys
KW  - Geographic information systems
KW  - High risk locations
KW  - Imaging systems
KW  - Intersections
KW  - Inventory
KW  - Land use models
KW  - Massachusetts
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Real estate development
KW  - Roads
KW  - Roadside structures
KW  - Small towns
KW  - Transportation planning
UR  - https://trid.trb.org/view/804226
ER  - 

TY  - CONF
AN  - 01043975
AU  - Meyers, Daniel T
AU  - Transportation Research Board
TI  - The Return of the Streetcar — An Experience from Middle America
PY  - 2004
SP  - 14p
AB  - Many medium-sized cities are busy revitalizing their riverfronts after years of industrial and manufacturing uses. However, it has been realized that redevelopment projects will not only help with economic development but will increase the amount of traffic along a fragile environmental area. The City of Dubuque, Iowa located on the Mississippi River has built a conference and educational center, a museum, and a hotel and is in the process of planning and designing new retail and housing developments. Formerly an industrial area, “America’s River Project” at the Port of Dubuque will attract a half million visitors each year.  While the new development will make Dubuque a better place to live and add to the community’s economic vitality, it will also bring more traffic and parking problems. By studying the transportation alternatives in the downtown and the port areas, the City of Dubuque hopes to determine why transit might be the best solution.  Dubuque believes that a streetcar transit system holds the promise of reducing parking and automobile congestion by providing a solution to meet growing transportation needs. Vintage streetcars, light rail, and rubber-tired trolley buses are among the options that were analyzed in Dubuque.  Using transit to link the port with downtown will make it easier for both tourists and residents to enjoy the attractions of both areas. Additionally, the new transit system will also likely spur more new development by drawing restaurants, shops, and entertainment downtown and into the riverfront areas.  Preliminary study results show that an investment in transit would be a cost-effective option. Officials from Dubuque realize that instead of having to spend a lot of money building new roads and parking garages, each city could maximize the use of its existing facilities. Overall, citizens in Dubuque believe that an alternative transit system will make life easier, and do it in a way that will avoid major capital expenses later on.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Cost effectiveness
KW  - Dubuque (Iowa)
KW  - Economic development
KW  - Medium sized cities
KW  - Revitalization
KW  - Riverfronts
KW  - Streetcars
KW  - Traffic mitigation
UR  - https://trid.trb.org/view/804500
ER  - 

TY  - CONF
AN  - 01043974
AU  - Weiss, Martin H
AU  - Figura, Roger
AU  - Transportation Research Board
TI  - Economic Development Highways Initiative: Lessons Learned, and a Framework in the Sky
PY  - 2004
SP  - 8p
AB  - In FY 2000, Congress directed the Federal Highway Administration (FHWA) to conduct the Economic Development Highways Initiative (known hereinafter as the Initiative). FHWA has substantially completed this assignment. Over 200 state, local, and regional officials, including many elected officials, provided advice to FHWA and the prime contractor (AECOM Consult) during studies conducted under the Initiative. A number of subcontractors— including universities—also participated. The Initiative was also informed by contemporaneous research sponsored by FHWA and others working outside of the formal structure of the Initiative itself. Lessons learned were many:  respecting the state/local process can result in more realistic expectations; a meaningful assessment of economic development potential requires a realistic look at the highway improvement process and a hard look at the existing local economy; studies done during an improvement project should be considered, in addition to the textbook cases of before (ex-ante) studies and before/after studies (ex-post); and a number of methods can be used to estimate the impact of improvements.  The overall results support the general linkage between highway improvements and economic development. The results also support the contention that the highway improvements are frequently a necessary but not sufficient condition for capturing economic growth potential. Based on these lessons, a framework for an evaluative procedure is presented.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Economic development
KW  - Economic growth
KW  - Evaluation and assessment
KW  - Highway improvement projects
KW  - Highways
KW  - Impact studies
KW  - Improvements
KW  - Lessons learned
UR  - https://trid.trb.org/view/804568
ER  - 

TY  - CONF
AN  - 01043973
AU  - McMillan, Tracy E
AU  - Phillips, Kimari
AU  - Seeley, Anne
AU  - Transportation Research Board
TI  - Safe Routes to School Through Safe Communities: Results of a Community Planning Grant Program in California
PY  - 2004
SP  - 12p
AB  - California’s Safe Routes to School (SR2S) initiatives are based on an international movement aimed at increasing safe walking and bicycling to school. Since the 1970s, there has been a dramatic reduction in children walking or bicycling to school. Instead, school children are being driven, primarily in private automobiles, which contribute to increases in local traffic-related injuries and death, traffic congestion and air pollution. In addition, these children are also losing an opportunity to be physically active, which contributes to increases in obesity, diabetes and asthma—chronic diseases that are currently seen at higher rates and younger ages than ever before. And, unfortunately, those children who still do walk and ride their bikes often face a very inhospitable environment. This lack of environmental support for physical activity thereby increases the children’s risk of pedestrian and bicyclist injury, among the leading causes of death for youth in California.  The Safe Routes to School through Safe Communities planning grant project was implemented in 2000- 2002. Eight communities of varying size across California were awarded $25,000 over a 17-month grant period. The local projects were responsible for: 1) developing a broad-based, community coalition in order to foster community ownership; and 2) developing a strategic plan for the implementation of interventions. The National Highway Traffic Safety Administration’s Safe Communities model, which uses an informed community-based planning approach, guided project staff in their coalition and plan development. A qualitative program evaluation was conducted to measure the grantee’s success in meeting these objectives.  Each of the eight grantees was successful to varying degrees at meeting the two broad objectives. Grantees felt that acquisition and appropriate use of data; diverse and flexible coalitions; and the  attainment of resources and political will were key elements in a project’s success. Awareness of each coalition member’s constraints and offerings was important, as was sensitivity to the needs and  capabilities of schools and community members. Community visibility and patience were essential.  Some components of the planning grant projects continued in nearly all the eight communities after the grant period ended. Several sites successfully acquired operating funds from another source and/or found another entity to host the coalition. Project staff felt that successful relationships had been built with city staff, leading to funding for pedestrian and bicyclist safety projects as well as opportunities for SR2S to thrive in the future. It was concluded that SR2S can promote physical activity, safety, sustainable transportation practices, and a sense of community. The Safe Routes to School through Safe Communities grant program was an experiment in providing people the financial support to develop strategic plans to improve the neighborhoods around schools for children to walk and bicycle more, and safely. This grant program successfully demonstrated that even a small amount of financial support goes a long way in allowing communities the time to stop, think, and work together toward the best solutions for a safe and active community in the future.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bicycling
KW  - California
KW  - Communities
KW  - Community action programs
KW  - Grant aid
KW  - Pedestrian safety
KW  - Safety
KW  - School children
KW  - Schools
KW  - Strategic planning
KW  - Walking
UR  - https://trid.trb.org/view/804498
ER  - 

TY  - CONF
AN  - 01043972
AU  - Kolcz, Andrew
AU  - Mickelson, Robert
AU  - Transportation Research Board
TI  - Congestion Mitigation Resources & Strategies for Arizona's State Highway System
PY  - 2004
SP  - 11p
AB  - Growing traffic congestion is one of the most significant problems for the transportation system in Arizona, and the nation. Our propensity for single-occupant vehicles has produced not only the well documented metropolitan congestion but has become a universal problem, spreading to smaller urban and rural locations. A challenge for the Arizona Department of Transportation (ADOT) will be to use a variety of practical, relevant congestion mitigation options in appropriate, collaborative and innovative ways to address current and future congestion problems. To meet this challenge, ADOT has undertaken the development of a comprehensive Congestion Mitigation Methodology for the implementation of a consistent and sustained approach to assess and manage the growing congestion problem on all elements of the state highway system. This effort has resulted in the development of practical strategies to help mitigate Arizona’s mobility and congestion problems. A significant step in the development of the Congestion Mitigation Methodology was building a consensus among traffic management stakeholders on effective congestion definitions and overcoming the major obstacles to successful mitigation. Input on the definitions of congestion and congestion management and on the state of the practice in congestion mitigation came from a national survey of MPOs and state DOTs, and from a statewide conference on congestion mitigation. The project has produced recommendations for how to systematically quantify congestion on Arizona’s highways using a state-specific congestion index, and it also has produced an interactive database of available congestion mitigation strategies.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Arizona
KW  - Congestion management systems
KW  - Consensus
KW  - Methodology
KW  - Metropolitan planning organizations
KW  - Stakeholders
KW  - State departments of transportation
KW  - State highways
KW  - State of the practice
KW  - Strategic planning
KW  - Surveys
KW  - Traffic congestion
KW  - Traffic mitigation
UR  - https://trid.trb.org/view/804492
ER  - 

TY  - CONF
AN  - 01043971
AU  - Ahrenholtz, Kent
AU  - Moore, Jeff
AU  - Transportation Research Board
TI  - "What Do 3rd Graders and Volunteer Fire Chiefs Have in Common?": Public Outreach Experience on Planning Studies in Bowling Green, KY
PY  - 2004
SP  - 9p
AB  - What do a class of third graders and a group of volunteer fire department chiefs have in common?  They are some of the groups that have been reached out to in the innovative public involvement approach that was utilized for the I-66 Corridor and Bowling Green Outer Beltline Planning Studies in Bowling Green, Kentucky.  Bernardin, Lochmueller and Associates (BLA) initiated a planning study in June 2001 for the 40-mile section of the I-66 Corridor in the vicinity of Bowling Green, and by January 2002, a planning study of the Bowling Green Outer Beltline was added.  While each project serves a different purpose, the study areas for both projects are coincident, and thus the Kentucky Transportation Cabinet (KYTC) recommended that both projects be studied at the same time to ensure that the compatibility of the two projects is addressed.  This led to an interesting dilemma within the public involvement program - How do you explain two distinct, but compatible, projects in one setting - whether that's a meeting, a newsletter, or a newspaper article?  The answer - you don't!  You take your message to the people and you make it fit your audience.  This is where the third grade class and the volunteer fire chiefs come in.  Following the round of public information meetings midway through the studies, it was determined that an effort was needed to reach out to groups within the Bowling Green community that either weren't represented by those attending the previous public meetings or have historically been left out of the planning process.  Within Bowling Green, these groups included low income and minority communities, emergency service providers, and rural and small town residents.  BLA worked very closely with the KYTC staff to come up with unique and innovative ways of taking the message to the people.  This paper examines in more detail the tools utilized to reach these "unreachable" groups.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bowling Green (Kentucky)
KW  - Hazards and emergency operations
KW  - Highway planning
KW  - Low income groups
KW  - Meetings
KW  - Minorities
KW  - Outreach
KW  - Public participation
KW  - Rural areas
KW  - Small towns
UR  - https://trid.trb.org/view/804198
ER  - 

TY  - CONF
AN  - 01043970
AU  - Thomas, Daniel Lee
AU  - Williams, Beverly
AU  - Transportation Research Board
TI  - Transportation Planning - Changes in North Carolina
PY  - 2004
SP  - 11p
AB  - Highway Planning has been a requirement in North Carolina since the passage of NC General Statute 136-66.2 in 1959. This Statute required the development of "a street system that will serve present and anticipated volumes of vehicular traffic" and has been the guiding force in roadway planning and implementation in North Carolina. Over the past decade, there has been a desire by the public, local decision-makers, and transportation professionals to expand transportation planning beyond highways. Federal legislation (Intermodal Surface Transportation Efficiency Act — ISTEA and Transportation Equity Act for the 21st Century — TEA-21) expanded transportation planning requirements for areas over 50,000, or Metropolitan Planning Organizations (MPOs) to consider non-highway modes in their transportation planning process. In 2001, the North Carolina law was revised to require the development of a “transportation plan” that considers options other than roadway improvements.  The primary challenge was defining the product that would be mutually adopted by the North Carolina Department of Transportation (NCDOT) and the MPO, municipality, or county. Historically, NCDOT adopts a “thoroughfare plan,” which is a map designating existing and proposed roadway facilities. It has been an important planning tool for areas across North Carolina and has been a mechanism for municipalities and MPOs to implement roadway projects. For North Carolina’s 17 MPOs, the revised State Statute provides consistency with Federal law, but it is not as prescriptive. For non-MPO areas, the revised law expanded the scope of transportation planning. However, it is essential for the transportation planning process and product to be useful, easily understood, and not overly burdensome to develop. The transportation plans that are developed and adopted must compliment other transportation laws in North Carolina while providing a tool to facilitate the transportation vision of local communities.  The Comprehensive Transportation Plan (CTP) is the transportation planning document that will be mutually adopted. It is a series of maps, which includes: a cover sheet, highway map, public transportation and rail map, bicycle map, and in the future will include a pedestrian map.  The highway map is significantly different from the current thoroughfare plan. It classifies the primary roadway system into five categories based on the proposed level of access to the facility. Each category includes existing facilities, proposed facilities, and “needs improvement” facilities. The “needs improvement” category not only includes proposed widening projects, but also includes operational strategies and access management strategies that will facilitate increased mobility along a corridor. The public transportation and rail map includes existing and proposed public transportation infrastructure and services; it also designates active and inactive rail corridors. The bicycle map includes on-road and off-road facilities. The pedestrian map is still under development.  The series of sheets that make up the CTP will be developed in a GIS format. This will allow electronic versions of the transportation plans to be distributed. Using the electronic form of the plan allows the user to visualize how the different modes interact. It also provides an opportunity to present more information than a hard copy of the plan. Interactive links would allow the user to view existing and proposed attributes associated with the various elements of the plan.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Bicycle facilities
KW  - Geographic information systems
KW  - Highway widening
KW  - Interactive computer systems
KW  - Intermodal Surface Transportation Efficiency Act of 1991
KW  - Maps
KW  - Metropolitan planning organizations
KW  - North Carolina
KW  - North Carolina Department of Transportation
KW  - Pedestrian areas
KW  - Public transit
KW  - Railroad corridors
KW  - Transportation Equity Act for the 21st Century
KW  - Transportation planning
KW  - Visualization
UR  - https://trid.trb.org/view/804561
ER  - 

TY  - CONF
AN  - 01043969
AU  - Atash, Farhad
AU  - Woodward, Kelly
AU  - Transportation Research Board
TI  - Linking Land Use and Transportation Planning in Aquidneck Island, RI: A Regional Perspective
PY  - 2004
SP  - 12p
AB  - It is argued that the public policy on land use and transportation planning must be reoriented and linked to promote a balanced pattern of development. This paper uses Aquidneck Island as a case study to describe how land use and transportation planning can be linked at the regional level. Aquidneck Island is located in the State of Rhode Island and is home to the communities of Newport, Middletown and Portsmouth. The island is about 45 square miles. The population of the island was 60,958 in 2000. Past development patterns and population growth have contributed to a congested road network, costly road maintenance projects and inconsistent land use decisions based on limited knowledge of the regional transportation network. In order to promote effective regional planning for the island, the Aquidneck Island Planning Commission was created by resolutions of the three communities in 1985. The paper is organized into three sections. First, the paper presents a profile of the island and its three communities. This is followed by an analysis of the initiative to promote regional land use and transportation planning on the island. Specifically, the paper discusses the development and application of a travel demand forecasting model for the island using TransCAD software package. The paper ends with a summary of findings and recommendations for the refinement and the future application of the model for Aquidneck Island.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Aquidneck Island (Rhode Island)
KW  - Economic development
KW  - Forecasting
KW  - Land use
KW  - Public policy
KW  - Regional planning
KW  - TransCAD (Computer program)
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/804221
ER  - 

TY  - CONF
AN  - 01043968
AU  - Anderson, Michael David
AU  - Transportation Research Board
TI  - A Spatial Economic Model to Forecast External Trips in Small Communities
PY  - 2004
SP  - 12p
AB  - A primary concern in forecasting traffic volumes to support highway bypass infrastructure improvements, when proposed for a small community, is the quantification of external traffic on approach roadways.  Essentially, the question transportation professionals are trying to answer is how many vehicles are destined for town versus vehicles solely passing through the town.  The current methods for calculating the external traffic include conducting an origin-destination study or applying existing regression equations.  This paper's objective is to examine the possibility of using spatial economic models to predict the external traffic values.  This paper applies two spatial economic models to predict the external traffic for three small communities in Alabama, and compares the model results against a cordon-line origin-destination study.  The paper identifies the  model providing external traffic volumes that best replicate the observed external traffic in the case study cities and makes recommendations regarding the various models and their ability to forecast external traffic.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Alabama
KW  - Bypasses
KW  - Communities
KW  - External trips
KW  - Forecasting
KW  - Origin and destination
KW  - Small cities
KW  - Spatial economic models
KW  - Traffic volume
UR  - https://trid.trb.org/view/804195
ER  - 

TY  - CONF
AN  - 01043967
AU  - Williams, Kristine M
AU  - Seggerman, Karen E
AU  - Transportation Research Board
TI  - Accomplishing Alternative Access on Major Transportation Corridors
PY  - 2004
SP  - 13p
AB  - Many communities have developed access management plans and programs aimed at reducing the number of driveways on major arterial routes. These plans often involve the provision of service roads, shared driveways, and interparcel connections that reduce the need for individual sites to have direct, driveway access. Yet accomplishing alternative access can be challenging in today’s development environment. This paper examines strategies for accomplishing alternative access on major transportation corridors, based on actual case examples. It addresses policy, regulatory, and funding strategies for alternative access that can be directly applied by communities alone, or in coordination with state transportation agencies and metropolitan planning organizations.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Case studies
KW  - Communities
KW  - Driveways
KW  - Financing
KW  - Policy
KW  - Regulations
KW  - Strategic planning
KW  - Transportation corridors
UR  - https://trid.trb.org/view/804569
ER  - 

TY  - CONF
AN  - 01043966
AU  - Mei, Bing
AU  - Hershkowitz, Paul
AU  - Transportation Research Board
TI  - Should Larger Time Penalties Be Applied for Modeling Internal-External Trips?
PY  - 2004
SP  - 6p
AB  - This paper reports some findings in the study of use of travel time penalties for distributing internal-external (I-E) and external-internal (E-I) trips. The study was based on a travel demand model that was developed by the authors for Parkersburg-Marietta Metropolitan Statistical Area (MSA), an interstate metropolitan area including a county in Ohio and a county in West Virginia.  In the development of the travel demand model, specifically in the estimation of the exponential function parameters of the gravity models for trip distribution, the authors investigated the use of relatively large extra travel times, which averaged 15 minutes, on the trips traveling between internal traffic analysis zones (TAZs) and external stations. The purpose of applying those large penalties was to more accurately reflect the actual travel times of those trips. The penalties were derived from the household travel survey in the same area. As a result, the Root Mean Square Error (RMSE) of system-wide traffic assignments revealed that the application of large penalties improved the model, compared with the situations where no penalties or small penalties (2-5 minutes) were used. Inspired by this interesting finding, the authors further investigated the trip matrices generated by the gravity models and found noticeable differences between the scenario with large penalties and the one with no penalties.  Based on the findings, the authors discussed in a broader range the I-E and E-I trip distribution issue for mid- or small-sized communities where decent proportions of I-E and E-I trips exist, which may be otherwise distorted in a travel demand model without careful handling. The authors finally suggested larger travel time penalties should be applied and an approach to estimating appropriate travel time penalties was also proposed when no survey data is available.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - External-internal trips
KW  - Gravity models
KW  - Households
KW  - Internal-external trips
KW  - Medium sized cities
KW  - Root mean square error
KW  - Small towns
KW  - Traffic analysis zones
KW  - Traffic assignment
KW  - Travel demand
KW  - Travel surveys
KW  - Travel time
KW  - Trip distribution
KW  - Trip matrices
UR  - https://trid.trb.org/view/804499
ER  - 

TY  - CONF
AN  - 01043965
AU  - Poole, Marion R
AU  - Transportation Research Board
TI  - Four Decades of Travel Modeling and Forecasting in North Carolina--Lessons Learned
PY  - 2004
SP  - 13p
AB  - North Carolina Department of Transportation planning staff first had experience with travel modeling and forecasting in the early 1960s. The experience included both oversight of work by consultants and in-house travel modeling. In the 1960s consultants were primarily employed for work in the larger urban areas. The State staff primarily handled the transportation planning work in smaller areas. North Carolina General Statutes enacted in 1959 required all municipalities to have a major street plan adequate to serve both existing and future travel needs.  As studies continued into the 1970s, more and more of the work was accomplished by the State staff both in large and smaller areas. Some modeling work was also accomplished for a multi-county area.  A large variety of travel modeling techniques and procedures were used and researched by the staff in the last four decades of the 20th Century. This paper provides a summary of the various procedures and techniques used in the four decades and the lessons learned.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - 20th century
KW  - Forecasting
KW  - Lessons learned
KW  - Mathematical models
KW  - North Carolina Department of Transportation
KW  - Travel demand
UR  - https://trid.trb.org/view/804501
ER  - 

TY  - CONF
AN  - 01043964
AU  - Lupa, Mary R
AU  - Transportation Research Board
TI  - The 2002 Parkersburg West Virginia Household Travel Survey - What Went Right and What Went Wrong
PY  - 2004
SP  - 27p
AB  - This report contains a methodological discussion of the Wood-Washington-Wirt Interstate Planning Commission (WWW-IPC) 2002 Household Travel Survey. This survey was conducted during the spring of 2002 and covered two counties in the greater Parkersburg, West Virginia area. The counties were Washington County, Ohio and Wood County, West Virginia. This report was prepared to assist those who are working with the Household Travel Survey database with a focus on survey development procedures and results.  A household travel survey provides the means of examining an average day of travel by households within the two-county study area. Fundamentally the household travel survey sought to determine why people made trips (their trip purpose), how they traveled (mode), how far they traveled (trip lengths), how often they traveled during the day, and at what times during the day they traveled. There were three primary purposes of the survey: 1) to provide a check and additional detail on the U.S Census 2000 journey-to-work travel data, 2) to develop parameters that could be applied for the WWW travel demand model, and 3) to provide information on trips that are not work-related (non-work trips). There are many secondary uses for the survey database. Information was collected on persons who work at home, number of retired persons per household, adult bicycle ownership, and a number of other household and person facts that may be consulted in the future.  The survey featured a self-administered mail-back questionnaire. The questionnaire was designed in a manner to allow the results to be adjusted and factored with the 2000 U.S. Census. Specifically, the questionnaire collected two types of data: 1) census variables such as the number of persons per household, age, vehicle availability, sex, employment status, occupation and income; and 2) transportation related variables including trip origin and destination, trip purpose, travel time, mode of travel used, and vehicle occupancy. The survey design can be described as:  Random Digit Dial (RDD) telephone recruitment; Self administered mail-out mail-back surveys; Targeted individuals at their homes; Collected both demographic and travel data; 24-Hour trip diary format; A focus on non-work trip making; Utilized reminder calls, letters, and gift incentives for late respondents; and Scheduled to interface with the 2002 Wood-Washington 20-Year Multimodal Transportation Plan.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - 2000 Census
KW  - Households
KW  - Mode choice
KW  - Nonwork trips
KW  - Parkersburg (West Virginia)
KW  - Questionnaires
KW  - Travel behavior
KW  - Travel demand
KW  - Travel surveys
KW  - Trip length
KW  - Trip purpose
KW  - Washington County (Ohio)
KW  - Wood County (West Virginia)
UR  - https://trid.trb.org/view/804494
ER  - 

TY  - CONF
AN  - 01043963
AU  - Levihn, Kathryn
AU  - Kostelec, Donald
AU  - Transportation Research Board
TI  - Roadway Project Prioritization for Ada County Highway District's Five-Year Work Program
PY  - 2004
SP  - 12p
AB  - This paper outlines the Ada County Highway District’s (ACHD's) project prioritization process for its annual Five-Year Work Program.  ACHD is a unique transportation agency with full jurisdiction over all city and county roadways within Ada County, Idaho. With this role, ACHD is tasked with planning, constructing and managing the  transportation needs of one medium-sized community (Boise, pop. 200,000), five small communities (Meridian, pop. 48,000; Garden City, pop. 12,000; Eagle, pop. 16,000; Kuna, pop. 10,000; and Star, pop. 3,000) and the unincorporated areas of Ada County (pop. 58,000). Total population served by ACHD is 347,000.  This unique responsibility requires daily coordination with the six city governments, county government, the development community, Metropolitan Planning Organization, three city urban renewal development corporations and regional public transportation authority. It also requires that each entity’s elected officials, their staff, citizens and private interests easily understand how ACHD prioritizes capital projects.  The Boise metropolitan area ranked as one of the fastest growing urbanized areas from 1990 to 2000 according to the U.S. Census and is the largest metropolitan area in Idaho. That growth created increased strain on ACHD’s highway system and its limited revenue sources. These factors helped ACHD develop a prioritization method that takes into account numerous factors that impact how and why ACHD programs a specific project for funding.  Prior to 2002, ACHD’s system of prioritizing Major Roadway Projects was primarily a “technical” system, using data such as traffic volumes, accident rates, and pavement condition, with some consideration given to growth and other community programming factors. Programming these projects into a Five-Year Work Program was initially based on these technical rankings but not strictly adhered to since other factors impacted final project selection.  In 2002, ACHD extended these technical factors by introducing prioritization categories that quantified the community planning and political factors that impact roadway projects and reflected how and why projects were selected and programmed. These “programming” factors include categories such as geographic equity, public and outside agency support, leveraging of non-ACHD funds and prior ACHD commitments.  This method was presented to the six cities, the county and other civic and professional groups. It was well received. The input provided valuable information that ACHD has used to evaluate how prioritization processes reflect the changing goals and values of the citizens of Ada County. Currently, ACHD is expanding this process into other types of capital programs including community projects, intersections and roadway drainage projects. In addition, ACHD has been contacted by other agencies in the region regarding implementation of a similar prioritization process for their capital projects.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Ada County (Idaho)
KW  - Capital projects
KW  - Maintenance management
KW  - Medium sized cities
KW  - Political factors
KW  - Programming (Planning)
KW  - Small towns
KW  - Strategic planning
KW  - Transportation planning
UR  - https://trid.trb.org/view/804493
ER  - 

TY  - CONF
AN  - 01043962
AU  - Tooley, Melissa S
AU  - Transportation Research Board
TI  - Small and Medium-Sized Communities and the University Transportation Centers Program — Public/Academic Partnerships That Work!
PY  - 2004
SP  - 9p
AB  - Decreasing resources combined with increasing reporting and planning requirements are the reality for many small and medium-sized communities and Metropolitan Planning Organizations (MPOs). The University Transportation Centers (UTC) Program includes 26 centers nationwide, sponsored by the United States Department of Transportation. Four of these centers focus on aspects of rural transportation exclusively, while several others have program themes that are complimentary to the needs of smaller and medium-sized communities and rural areas. Successful partnerships between the UTCs and these areas are explored in this paper, and a framework laid for participants to investigate partnerships with UTCs and their community and/or MPO.  For example, the Mack-Blackwell Rural Transportation Center (MBTC), located at the University of Arkansas, Fayetteville partnered with the local MPO to evaluate the state of the transit system in Northwest Arkansas, a project that enabled the MPO to obtain funding to hire a consultant for a Phase II study and then address the problems identified. Due to limited funds and resources, this pilot study would have been difficult for the MPO to do any other way. The benefits to MBTC included an education opportunity for students, an opportunity to perform a service to the community, and an opportunity for technology transfer. There are many examples of partnerships between UTCs and MPOs and rural agencies and the preparation of this paper included an informal survey of UTCs with a rural and/or small community focus to obtain examples that could be replicated by others. UTCs could be helpful as a technical resource, for assistance with planning issues (such as with air quality or ITS), and can serve as a local resource on a project team when a consultant is hired. These public/private partnerships can be an effective way to stretch the increasingly scarce resources available to small and medium-sized communities and MPOs.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Communities
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Public private partnerships
KW  - Rural areas
KW  - Small cities
KW  - Technology transfer
KW  - Transportation planning
KW  - University Transportation Centers Program
UR  - https://trid.trb.org/view/804562
ER  - 

TY  - CONF
AN  - 01043961
AU  - Arens, Barbara
AU  - Transportation Research Board
TI  - Linking Transportation & Economic Vitality; Kalamazoo, Ml
PY  - 2004
SP  - 12p
AB  - Transportation and circulation around the Central Business District (CBD) are essential components of the economic vitality of Downtown Kalamazoo. Traffic access into and around the CBD is a key function in recruiting and retaining downtown businesses. Related elements, such as parking, integration of transit facilities, and urban design features all have a tremendous impact on attracting business patrons to the area.  In past years, the City of Kalamazoo has undertaken a number of studies to review traffic operations on particular routes in the vicinity of the downtown area. However, no past study has tied together all routes in the downtown area to create a comprehensive plan to address mobility in the CBD as a whole.  This lack of cohesiveness in the existing transportation network has led to a number of community concerns. Under the current street system, state trunk line traffic on Michigan Avenue and other primary routes move traffic directly through the CBD. Consequently, speeds, noise, heavy commercial traffic and congestion along these routes create an atmosphere in the downtown area that in some cases discourages traffic from making destination trips to the downtown area. The existing one-way street system can be confusing to CBD traffic, and can result in long detours, should a vehicle miss its intended turn. In addition, lack of available on-street parking and loading zones have been cause for community concern and are seen as a deterrent to further economic development in the CBD.  The purpose of this study was to create a comprehensive transportation plan for the CBD, outlining improvements or changes to the transportation network that will enhance access, and consequently economic viability. The study focused on improved connectivity with the surrounding areas, improved access to nearby colleges and universities, better promotion of alternative transportation modes to the private vehicle, and providing better pedestrian amenities and aesthetic improvements. Ultimately, the study will be a tool for recruiting and retaining downtown businesses by creating a plan that will enhance accessibility to their establishments.  The study examined existing network conditions, assessed future conditions for the year 2015, and analyzed several alternatives to relieve traffic burdens within the CBD. A two-step approach was provided to identify transportation issues for the year 2015: a macroscopic and microscopic assessment. Economic and transportation impacts were assessed based on the measures of effectiveness established. Public and steering committee meetings were utilized to receive community input. The meetings looked to identify problems. Through these meetings, concerns were raised and roadway deficiencies were obtained.  A proposed Recommended Alternative to address the key issues identified at the beginning of the study was recommended at the end of the study. However, the Steering Committee decided not to go with the recommendations of the consultant and selected the build alternative that ranked last according to the criteria established at the beginning of the study.  This presentation focuses on lessons learned, what worked and what did not, and useful tips for fellow practitioners.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Central business districts
KW  - Economic development
KW  - Future
KW  - Highway operations
KW  - Kalamazoo (Michigan)
KW  - Lessons learned
KW  - Measures of effectiveness
KW  - Mobility
KW  - Public participation
KW  - Transportation planning
UR  - https://trid.trb.org/view/804216
ER  - 

TY  - CONF
AN  - 01043960
AU  - McDonald, Andy
AU  - Transportation Research Board
TI  - Duluth Urbanized Area Growth Impact Study
PY  - 2004
SP  - 10p
AB  - A group of local jurisdiction representatives from the Duluth, Minnesota area approached the Duluth-Superior Metropolitan Interstate Committee (MIC) with a request for assistance in finding potential funding sources for expansion of the Duluth water system into adjacent townships. In subsequent discussions with the MIC policy board, it became evident that water extensions need to be part of a larger plan that looks at growth issues throughout the area. Other utilities and infrastructure such as sewer, gas, and roads were discussed and how all of these elements are interrelated. There was a desire to look at how growth could be accommodated in an efficient manner ensuring taxpayer protection from the consequences of inefficient growth. The MIC proposed that this planning process begin with a growth impact study that would examine areas best suited for growth and how to provide utility services to area residents in the most efficient cost-effective manner. The study also examined how growth management policies can protect taxpayers and minimize unintended consequences of growth.  The study began with an examination of local comprehensive plans (where available) to identify how area jurisdictions are planning for growth. Comprehensive plans were also examined to determine future intended land use. Other background research included examining how other similar sized communities accommodate growth. These case studies included utility service provision, annexation policies, regional growth management policies, and rate of growth information.  An inventory of current infrastructure systems, land use, slope, environmental information and zoning was compiled and used in conjunction with existing geographic data to conduct a development suitability analysis. This analysis was designed to identify where residential, commercial and industrial development is most suited.  A study committee of stakeholders provided expertise and direction for staff. The committee consisted of representatives from area cities, townships, the county and the sanitary district.  The methodologies and research techniques used in this study can be adapted to any area seeking to examine growth impacts in their regions.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Duluth (Minnesota)
KW  - Growth management
KW  - Impact studies
KW  - Land use planning
KW  - Real estate development
KW  - Urban growth
UR  - https://trid.trb.org/view/804496
ER  - 

TY  - CONF
AN  - 01043959
AU  - Gorcester, Stevan
AU  - Transportation Research Board
TI  - Small City Funding Partnerships: A Report from Washington State
PY  - 2004
SP  - 8p
AB  - The Washington State Transportation Improvement Board (TIB) provides grants for urban capital projects to 320 local government agencies. TIB offers four funding programs for the improvement and maintenance of streets and sidewalks in small cities with population under 5,000.  TIB’s Small City Arterial Improvement Program provides grants for reconstruction or new construction of streets and sidewalks. The Small City Sidewalk Program funds sidewalk construction and ADA retrofit. In 2003, the agency developed and funded a paving demonstration program to search for better value and quality in small city maintenance efforts. The resulting TIB “Newstreets” program was built on lessons learned from the demonstration projects. TIB seeks out coordination opportunities with larger paving projects to reduce maintenance costs using economy of scale. Funding levels for all three small city programs run between $5 million and $10 million per year depending upon revenue and project inventory.  This paper summarizes practices and successful outcomes of TIB’s small city programs. Particular emphasis is placed on developing efforts to improve efficiency of programs delivered to small cities. For example, TIB recently negotiated an agreement with the Washington State Department of Transportation (WSDOT) to include small city arterial paving in state highway paving contracts with great price advantage. In addition, several small cities will receive a team assessment of transportation needs during summer 2004. The assessment team will prioritize transportation improvements that may then be funded as a package drawing from all three TIB programs. Three planned assessment team efforts will be completed prior to the TRB conference on Transportation Planning for Small and Medium-Sized Communities.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Americans with Disabilities Act
KW  - Arterial highways
KW  - Financing
KW  - Grant aid
KW  - Highway maintenance
KW  - Improvements
KW  - Partnerships
KW  - Retrofitting
KW  - Sidewalks
KW  - Small cities
KW  - Washington (State)
UR  - https://trid.trb.org/view/804489
ER  - 

TY  - CONF
AN  - 01043958
AU  - Wallace, Brett
AU  - Teel-Javers, Mitzi
AU  - Ransom, Michelle
AU  - Transportation Research Board
TI  - Evaluating the Impacts of Service Changes for a Mid-Size Transit System: Case Study of Columbia, South Carolina
PY  - 2004
SP  - 10p
AB  - The Central Midlands Regional Transit Authority (CMRTA) is the transit service provider for the Columbia, SC region. The CMRTA was established in October 2002 as part of the transition of the Columbia bus system from the auspices of a private utility to a publicly-run system. Before its transition to public ownership, the Columbia bus system was the last transit system in the country to be operated by a private utility (South Carolina Electric and Gas Company). The service area of the system is the City of Columbia, with a few routes reaching into other municipalities in Richland and Lexington Counties. The City of Columbia’s current population is 116,278 (Census 2000)  Because the utility only maintained transit service at minimal standards, there had been no significant service changes in many years to reflect changing travel patterns. The bus fleet was antiquated and ridership had been steadily declining. As part of the transition to public ownership, a number of changes were made — a new bus fleet was procured, service changes were made, and a fare increase was instituted.  The purpose of this paper and presentation is to describe the impacts of and tools used to evaluate these operational changes. Very limited operations data were maintained before the system transition; however, new tools and processes are now in place to evaluate and monitor the changes in ridership resulting from service changes and the fare increase (as well as other improvements such as the new bus fleet).  These new evaluation and monitoring mechanisms will be the basis from which to evaluate further service changes as CMRTA develops a long-range plan. This paper and presentation should be beneficial to small and medium-sized transit systems that may not have a multitude of resources or processes from which to evaluate transit service performance.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bus transit
KW  - Case studies
KW  - Columbia (South Carolina)
KW  - Fares
KW  - Impacts
KW  - Medium sized cities
KW  - Monitoring
KW  - Ridership
KW  - Service changes
KW  - Transit service
UR  - https://trid.trb.org/view/804567
ER  - 

TY  - CONF
AN  - 01043957
AU  - McLeod, Douglas S
AU  - Washburn, Scott S
AU  - Transportation Research Board
TI  - Level of Service Analysis for Two-Lane Uninterrupted Flow Facilities in Developed Areas
PY  - 2004
SP  - 11p
AB  - Although the 2000 Highway Capacity Manual (HCM2000) features a completely revised two-lane uninterrupted flow chapter, it does not address two-lane highways in developed areas. The Florida Department of Transportation (FDOT) with the University of Florida (UF) has developed an approach to reasonably deal with these situations and implemented the analysis procedure in an easy to use software program, HIGHPLAN (highway planning).  While agreeing with the HCM2000 that the primary service measure for drivers in rural undeveloped areas is the percentage of time spent following other vehicles, use of that service measure does not appear appropriate in small or medium-sized communities. The authors believe that most through drivers probably accept that they need to slow down in developed situations, and they are most concerned with being able to travel at a reasonable speed, not the ability to pass as if they were on an open road. Based on that premise, percent of free flow speed should be the primary service measure in developed areas. Furthermore, the HCM should include a third class of two-lane uninterrupted flow highways (Class III), those in developed situations.  This paper includes the basis for the new class of two-lane uninterrupted flow highways, FDOT’s and UF’s recommended level of service thresholds and typical service volumes for these types of facilities, successful applications in Florida, and an overview of the software (HIGHPLAN) implementing the recommendations.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Free flow speeds
KW  - Highway Capacity Manual 2000
KW  - Highway planning
KW  - Level of service
KW  - Medium sized cities
KW  - Small cities
KW  - Software
KW  - Two lane highways
KW  - Uninterrupted flow
UR  - https://trid.trb.org/view/804497
ER  - 

TY  - CONF
AN  - 01043956
AU  - Frawley, William E
AU  - Eisele, William L
AU  - Transportation Research Board
TI  - Crash Analyses of Raised Medians and Driveway Density: How Access Management Makes Communities Safer
PY  - 2004
SP  - 20p
AB  - Implementing raised medians and performing driveway consolidation are proven access management tools that reduce the potential number of conflict points along roadways. The authors of this paper have completed an evaluation of several case studies to estimate the safety impacts of installing raised medians and reducing the number of access points. The research was sponsored by the Texas Department of Transportation (TxDOT).  The research team investigated five raised median installation case studies, including three locations where a raised median replaced a two-way left-turn lane (TWLTL) and two locations where a raised median was added to a previously undivided road. The researchers also analyzed crash reports and created matrices that present statistical information about crashes and corresponding driveway densities at different case studies. In some case studies, a corridor consisted solely of high or low driveway density. However, several corridors had two or more consecutive segments, each with a varying driveway density.  This paper and presentation describe the analysis of the crash reports and present crash analysis findings that relate to the safety impacts along the case study locations. The paper describes analysis results and statistics related to different crash types before and after median installation, as well as analysis related to driveway density and crashes. The paper also describes identified crash-reporting errors, computation of crash rates, conflict point analysis, and data collection and data reduction methods and experiences. This paper and presentation will be useful to transportation professionals in small and medium-sized communities that are interested in the potential safety impacts of raised medians and driveway consolidation for either new or retrofit corridors along with lessons learned to assist in performing crash analyses.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Before and after studies
KW  - Case studies
KW  - Crash analysis
KW  - Crash reports
KW  - Crash types
KW  - Data collection
KW  - Data reduction
KW  - Driveway density
KW  - Driveways
KW  - Highway safety
KW  - Lessons learned
KW  - Matrices (Mathematics)
KW  - Medians
KW  - Medium sized cities
KW  - Raised medians
KW  - Small towns
KW  - Statistical analysis
UR  - https://trid.trb.org/view/804488
ER  - 

TY  - CONF
AN  - 01043955
AU  - Huntsinger, Leta F
AU  - Lu, Hong Qi
AU  - Transportation Research Board
TI  - TransCAD Tools for Managing Network Data
PY  - 2004
SP  - 9p
AB  - To improve its model development process, the North Carolina Department of Transportation (NCDOT) is striving to develop application tools within the TransCAD modeling package. Using GISDK, the TransCAD developer language, a user can create a customized user interface and design menus, toolbars, toolboxes, and dialog boxes. Users can also write applications that prompt for inputs and perform all needed calculations, data processing, and file management in the background. Using GISDK to automate processes eases file management, reduces user error, and increases speed of operation through the automation of routine steps.  This paper presents a GISDK tool developed by the NCDOT Model Research and Development Unit for managing highway network data for multiple years or scenarios. The purpose of the tool is to provide a user interface for entering highway attribute data and to provide a data management system for handling multiple model alternatives. The advantage of this approach is that all data can be maintained in one master file. The benefits of such a tool are reduced user error, increased efficiency in managing different model alternatives, elimination of duplicate data reducing the amount of disk space needed for storing model data, and maintaining consistency of model data through standardization of data inputs. A detailed description of the tool for users and programmers is presented, followed by a discussion of limitations and recommendations for future enhancements.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Data management
KW  - Geographic information systems
KW  - North Carolina Department of Transportation
KW  - TransCAD (Computer program)
KW  - User interfaces (Computer science)
UR  - https://trid.trb.org/view/804491
ER  - 

TY  - CONF
AN  - 01043954
AU  - Schulte, Bob
AU  - Ayash, Sam
AU  - Transportation Research Board
TI  - Small Urban Area Travel Demand Modeling in Oregon
PY  - 2004
SP  - 12p
AB  - The Oregon Transportation Planning Rule (TPR) requires that cities having a population of 2,500 or greater develop transportation system plans (TSPs) that link land use and transportation planning. While the TPR does not specifically require the use of travel demand forecasting models for the development of TSPs, it does establish principles that, in many cases, are best satisfied in this manner.  Model development for many small cities is unrealistic, however, due to the significant cost involved. To address this issue, the Oregon Department of Transportation undertook the Oregon Small Urban Model (OSUM) development project. Although never attempted elsewhere, the fundamental assumption of the project was that a single, prototypical small urban area model could be estimated from joint travel behavior survey data and then calibrated to reflect local conditions within specific cities. The obvious advantage of this approach was that travel survey data collection/preparation and model estimation, the two costliest components of model development, would only need to be done once rather than for each city. The travel survey data came from approximately 3,200 two-day household activity surveys administered over eight rural counties throughout Oregon.  The first calibration of OSUM was performed for the Coos Bay-North Bend area, which is comprised of two neighboring cities having a combined population of roughly 32,000. The primary model adjustments made during the calibration process were related to the estimation of external tripmaking (I-E, E-I, and E-E trips) and the representation of special generators. In small urban areas, external trips are a significant factor, comprising a much larger percentage of total trips than in large metropolitan areas. As an improvement over a simplified methodology that was initially used, a variation of the Huff probability model was developed to accurately portray these trips. Special generators were also found to have strong influence on travel patterns within small urban areas. Therefore, three special generators consisting of a shopping mall, a regional community college, and a regional hospital were explicitly represented within the model, with specific inputs and procedures developed for these.  The model calibration/validation was very successful, with good validation results that were well within acceptable accuracy limits. In fact, the model’s performance was significantly better than that of most other small urban area models developed in Oregon over the past several years. Of equal importance is the fact that a functional model was developed that required much less time and cost than if the conventional process had been followed. Soon after its development, the model was applied without difficulties in the successful completion of the Coos Bay-North Bend TSP. Since then, models for six other cities have been completed with similar results, further demonstrating the effectiveness of joint model estimation as an alternative to the standard model development approach.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Calibration
KW  - External trips
KW  - External-internal trips
KW  - Hospitals
KW  - Internal-external trips
KW  - Mathematical models
KW  - Oregon
KW  - Shopping centers
KW  - Small cities
KW  - Travel demand
KW  - Travel surveys
KW  - Universities and colleges
KW  - Validation
UR  - https://trid.trb.org/view/804502
ER  - 

TY  - CONF
AN  - 01043953
AU  - Walker, K Scott
AU  - Transportation Research Board
TI  - Evaluating the Impacts of a New Bypass Segment Using a Travel Demand Model
PY  - 2004
SP  - 11p
AB  - Simpson County, Kentucky is an area in southwestern Kentucky that rests between the city of Bowling Green, Kentucky and the Tennessee State Line. The county seat of Simpson County is Franklin, a small urban area that contains over 50% of the 16,700 people living in the county.  As a result of growth within the city and the continual presence of truck traffic in the downtown area due to sub-standard segments of the existing bypass, traffic congestion has become an ever-increasing issue, especially along US 31W, a major north-south route in Franklin. Current growth trends indicate major congestion issues along this route in the year 2025. Discussion of completing a northwest section of the bypass has surfaced several times in the past 20 years. However, strong public opposition has halted the project from the construction phase after design plans were developed, citing that the bypass would attract small volumes of diverted vehicles among other reasons.  A recent planning study initiated by the Kentucky Transportation Cabinet (KYTC) Division of Planning was conducted to help better define the need for a Franklin Northwest Bypass, which would complete a bypass corridor around the city. A separate project coordinated by both the KYTC Division of Planning and Division of Multimodal Programs involved the development of a travel demand model for Simpson County to assist in the analysis of the proposed Franklin Northwest Bypass, including the use of a model to forecast future traffic volumes expected on the bypass, if built. Based upon the model results, up to a 15% reduction in traffic could be expected along US 31W in Franklin if the bypass were built. Also, a tool now exists for future planning in both Franklin and Simpson County outside of the bypass study.  The purpose of this paper is to demonstrate the processes, coordination and tools necessary to evaluate the need for a complete bypass around a small urban area. The paper focuses on practical aspects of the study that may be useful to other practitioners. Lessons learned are covered as well as many of the items that worked well.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bypasses
KW  - Franklin (Kentucky)
KW  - Impact studies
KW  - Lessons learned
KW  - Mathematical models
KW  - Simpson County (Kentucky)
KW  - Small cities
KW  - Traffic congestion
KW  - Traffic forecasting
KW  - Traffic mitigation
KW  - Transportation planning
KW  - Travel demand
KW  - Truck traffic
UR  - https://trid.trb.org/view/804565
ER  - 

TY  - CONF
AN  - 01043952
AU  - Bright, Robert L
AU  - Transportation Research Board
TI  - The Successful Implementation of a Quiet Rail Project
PY  - 2004
SP  - 10p
AB  - One important aspect of downtown redevelopment is attracting residences to support downtown businesses and make the downtown an alive and vibrant place after working hours. In the Fargo-Moorhead metropolitan area, attracting residences is greatly complicated by the presence of the Burlington Northern Santa Fe (BNSF) Railroad through both downtowns. With the BNSF mainline and a local line sending about 85 trains a day and night through the 20 at grade crossings in the downtowns, each sounding it’s horn at least twice at each crossing, living in the downtown can be a vexing experience.  In order to help entice residential development in and near the downtowns, the “Quiet Rail” project was conceived. The aim of this project is to “quiet” the train horns through the downtowns through safety enhancements. In addition, the downtowns have experienced a number of fatalities at rail grade crossings (four in the last year) which added to the importance of these safety enhancements.  The project has been a long and difficult process, largely due to the lack of Federal Railroad Administration (FRA) regulations on the subject until late in 2003. In addition, the scale and scope of the area under consideration was the largest ever considered for a “quiet rail” project. An unprecedented project affecting twenty crossings, in two cities, two states, two state DOTs, and two FRA districts raised a number of critical issues — how, by who, how much and when?  An initial application for the quiet zone, spelling out safety enhancements at crossings to be quieted, was made to the FRA in the pre-regulation environment. This was reviewed and approved by the FRA. This application to the FRA detailed safety enhancements at all twenty crossings along both rail lines in the two downtowns. Making these crossings safer than they were at present was the most important criterion. A variety of treatments was used at the crossings. Supplementary Safety Devices (SSMs) and Alternative Safety Devices (ASMs) treatments were designed to meet the specific needs of each crossing. Each crossing was viewed as unique, requiring site-specific treatments to insure maximum safety. Seven of the Moorhead crossings were proposed for four quad gates, while two crossings were proposed to be three gate crossings with a median on the same side as the single gate. Video monitoring was also proposed at the crossings to tape and analyze driver behavior prior to any changes made at the crossings.  On December 18, 2003, the FRA issued its preliminary rule on silencing train horns. FRA indicated to the Fargo-Moorhead Metro COG that it would bring its quiet rail initiative under the new rule requiring a revised application, even with a pre-approved application. After extensive discussions with BNSF and the FRA, the COG decided to wait until the final train horn rule is issued on December 18, 2004 to develop and submit a final application. Waiting until the final rule would allow the application to be developed in an environment of regulatory certainty as to what expectations would be.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - BNSF Railway
KW  - Central business districts
KW  - Fargo (North Dakota)
KW  - Freight trains
KW  - Grade crossing protection systems
KW  - Highway safety
KW  - Horns
KW  - Moorhead (Minnesota)
KW  - Noise
KW  - Railroad grade crossings
KW  - Redevelopment
KW  - Video cameras
UR  - https://trid.trb.org/view/804224
ER  - 

TY  - CONF
AN  - 01043951
AU  - Bricka, Stacey
AU  - Transportation Research Board
TI  - Variations in Hispanic Travel Based on Urban Area Size
PY  - 2004
SP  - 12p
AB  - Yakima, Washington is located 150 miles southeast of Seattle, on the eastern side of the Cascade Mountains. With a population of 120,000 in Yakima (223,000 in Yakima County), this region provides a rich diversity in terms of residents, agriculture, and eco-tourism. The county’s main industry is agriculture, with Yakima Valley (producer of Concord grapes and apples) reporting sales of $15 million. As a result of the dominance of steady agricultural opportunities, many migrant farmers permanently settled there beginning in the 1980s. Now, 36% of the population in this medium-sized urban area today is Hispanic. Research on minority travel patterns has found that travel patterns for minority groups differs from those of non-minority groups. Preliminary research using the 2000 CTPP data suggests a higher carpool rate for Hispanics than non-Hispanics for work trips in the Los Angeles area. In addition, Zmud showed that while the proportion of travel for consumer activities is the same for minorities and non-minorities, Hispanics are more likely to make these trips by walking or using public transit. This same study suggests that travel party size is much higher for shopping trips made by Hispanics as compared to those made by non-minority travelers and that the time of day shopping trips are made also varies significantly between the two population groups. The bulk of this research has primarily focused on travel by minorities in large urban areas or at the national level. The purpose of this paper is to explore the differences in travel behavior among minorities and non-minorities in Yakima in order to determine the extent to which the travel behavior of Hispanics in a medium-sized urban area compares with those differences documented for Hispanics in larger urban settings. The analysis focuses on travel characteristics as documented in the 2003 Yakima County Household Travel Survey. The results will be useful for transportation planners in smaller urban areas with large Hispanic populations as they plan for the transportation needs of this regional subgroup. This is important since the travel data included in NCHRP Report 365 (intended to provide smaller MPOs with comparable trip rates) is mainly from larger urban areas (only one data set is from a smaller urban area). In addition, the average proportion of population indicating Hispanic origin for these regions was only 12%, on average. Thus, particularly in smaller urban areas with large Hispanic populations, the long-range transportation planning process cannot rely entirely on these general statistics.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Hispanics
KW  - Medium sized cities
KW  - Minorities
KW  - Transportation planning
KW  - Travel behavior
KW  - Travel patterns
KW  - Travel surveys
KW  - Yakima (Washington)
UR  - https://trid.trb.org/view/804223
ER  - 

TY  - CONF
AN  - 01043950
AU  - Cushman, King
AU  - Transportation Research Board
TI  - Addressing Rural Development Needs with Transportation Corridor Improvements
PY  - 2004
SP  - 11p
AB  - Over the past decade, the greater Seattle urban area in Washington State has made the notorious national “Top-10” annual list of urban areas having the worst traffic congestion in the country. With 3.4 million people living in this large four-county metropolitan region much of the past decade’s transportation focus has been on addressing major transportation problems in the core 1,000 square mile urban area. For the 86% of the region’s population living in the core urban area, this appears to be the right thing to do. But for the rest of the population living beyond the contiguous core urban area in the region’s other mostly rural 5,000 square miles (84% of its land area) people felt understandably left out.  When the regional transportation plan, Destination 2030, was adopted in 2001, the Puget Sound Regional Council (PSRC), the metropolitan planning organization (MPO) for the region, heard loud and clear concerns from its rural constituents (26 rural towns out of 82 total cities) that the region was neither recognizing nor adequately planning for the needs of rural towns and highways.  The region acknowledged this imbalance in urban vs. rural attention and responded by authorizing and conducting a study called the Rural Centers and Corridors Project. After spending over a year conducting surveys and workshops in the rural areas and exploring options to address the nature of problems and issues for rural centers and corridors, in late 2003 the PSRC embraced recommendations from a consultant team and Project Advisory Committee and established a new Rural Town Centers and Corridors Program to accomplish the following objectives:  Provide financial incentives and assistance to bring together rural town center, county and state rural highway corridor interests to jointly plan and implement much needed centers and corridors improvements; Provide technical communications and resources for innovative ideas and new approaches to coordinated planning and implementation in rural centers and corridors; and Enable updating and improving definitions and descriptions of rural town center development needs and highway corridor project needs and cost estimates to include in periodic updates of the regions transportation plan, Destination 2030.  In February 2004, the PSRC’s Executive Board followed up on its fall action and put funding behind this new program, dedicating $2 million for fiscal years 2006 and 2007 from PSRC’s regionally managed federal Surface Transportation Program (STP) funds to support the rural program. The study consultant team also prepared a technical toolkit with examples of context sensitive solutions (CSS) and resources for rural areas. This toolkit and other relevant rural centers/corridors information is available on PSRC’S Rural pages of its website at http://www.psrc.org/proiects/rural/index.htm.  An 11-month pilot study in the SR203 highway corridor was begun in early 2004 to test the new program recommendations. The SR203 highway is in a representative corridor running about 24 miles through two counties and four rural communities in an agricultural river valley area between the core urban area and the foothills of the Cascade Mountain range. This corridor brings diverse interests and challenges together, and the pilot study is to demonstrate how to prepare a comprehensive package of transportation and development projects with much higher prospects for future implementation action. The pilot study in the SR203 state highway corridor is well underway and is yielding positive results using context CSS to identify a carefully crafted set of projects for all jurisdictions along the corridor.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Context sensitive design
KW  - Federal aid
KW  - Financing
KW  - Highway corridors
KW  - Pilot studies
KW  - Puget Sound Region
KW  - Rural areas
KW  - Small towns
KW  - Toolkits
KW  - Transportation planning
UR  - https://trid.trb.org/view/804487
ER  - 

TY  - CONF
AN  - 01043949
AU  - Blakeslee, Grace
AU  - Transportation Research Board
TI  - Go for Health! Partnership-Supporting the Link Between Transportation Choices and Routine Physical Activity
PY  - 2004
SP  - 16p
AB  - Overweight and obesity are affecting the lives of children and families at increasingly alarming rates across the United States. In the past 20 years, the incidence of obesity has doubled in children ages 6-11 and tripled in children ages 12-19. In the majority of children and adults, overweight and obesity result from excess calorie consumption and/or inadequate physical activity. There are many other factors that contribute to creating an environment that fosters poor nutrition and sedentary lifestyles. Communities are beginning to consider ways to reverse this trend, which has serious health and transportation impacts. In Santa Cruz County, California, the Go for Health! partnership formed in August 2003 to address the rising instance of obesity. Representatives from schools, health and nutrition professionals, funding agencies, non profits, government agencies, parents, and businesses convened to develop an action plan with the goal of improving children’s eating and physical activity habits. Collaborative partnerships such as Go for Health! are appearing in several communities and states across the nation with goals to develop blueprints for their region to prevent and reduce obesity. Go for Health! recently developed a prevention plan that specifies changes in the modern environment that will increase opportunities for regular physical activity and healthy nutrition for families and children. Trends and recent studies reveal that there is a correlation between the transition of our transportation systems to auto centric systems and the increase of overweight children and adults in our communities. Auto centric transportation systems have a tendency to be the same systems that discourage bicycling and walking for transportation. Go for Health! determined that addressing policy and programs that encourage children and families to walk and bicycle are important components of its multifaceted approach to prevent and decrease obesity.  Acknowledging, understanding and addressing the link between transportation choices, physical activity and the instance of overweight and obesity in our communities also serves to highlight local transportation objectives directed at increasing mobility by providing alternative transportation options. Transportation agencies can benefit from collaborating with partnerships like Go for Health! by receiving added value to existing alternative transportation programs, leveraging new resources to support projects that meet short and long term alternative transportation goals, and building broader information networks to achieve common objectives.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bicycling
KW  - Community action programs
KW  - Health
KW  - Obesity
KW  - Partnerships
KW  - Physical fitness
KW  - Prevention
KW  - Santa Cruz County (California)
KW  - Transportation planning
KW  - Transportation policy
KW  - Walking
UR  - https://trid.trb.org/view/804222
ER  - 

TY  - CONF
AN  - 01043948
AU  - Guindon, Marc E
AU  - Transportation Research Board
TI  - 2002 Congestion Management Report: Travel Time and Delay Study
PY  - 2004
SP  - 13p
AB  - The Lexington area is a medium sized community, located in the north central portion of Kentucky. Lexington has had its fair share of congestion scattered throughout the city. Until recent efforts, it has been difficult to qualify, quantify or give the extents of the problem-congested areas. Without this information, it has been difficult to rank projects for improvement. This report is part of a Congestion Management System (CMS). The following actions are identified as part of the CMS work plan:  Formulation of performance measures applicable to all modes; Methods to monitor and evaluate conditions of the transportation system; Identification of alternative actions to address areas where congestion problems are most severe; Assessment and implementation of cost-effective traffic congestion mitigation strategies to relieve current or projected levels of congestion; and Evaluation of the impact of the congestion mitigation strategies implemented. To this end, a Global Positioning System (GPS) receiver was combined with a Data Storage Unit to capture positional data, store it, and plot it on a map to determine the location and severity of congestion along corridors in the MPO area. A number of MPO staff and volunteers were recruited to drive on the arterials leading into downtown Lexington. The equipment produced the following data: date, time, latitude, longitude and speed. When these points were plotted on a map, one could tell where they were relative to crossing streets. All of the data together made it possible to determine the location and length of delays. When the data from all ten morning and evening runs were combined and plotted against the cumulative distance, it was possible to calculate the average speed over quarter mile distances. It was also possible to identify areas of congestion. Congestion categories were based on average speeds ranked by three levels.  This system can also provide information on intersection delay. For example, it can provide information on the probability of being stopped and the amount of time that one can expect to be delayed if stopped. This portion of the report also deals with the components of Run Time. Simply put:  Run Time = Driving time + Intersection Delay + Other Delay.  The relationship of Run Time to Driving Time can be expressed as Run Time divided by Driving Time, and is called the Travel Rate Index (TRI). The Texas Transportation Institute (TTI) developed this concept as a way to measure congestion. This measure was used as a way of comparing the amount of congestion.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Alternatives analysis
KW  - Congestion management systems
KW  - Global Positioning System
KW  - Impacts
KW  - Intersections
KW  - Lexington (Kentucky)
KW  - Medium sized cities
KW  - Monitoring
KW  - Performance measurement
KW  - Stopped time delays
KW  - Strategic planning
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic mitigation
KW  - Travel time
UR  - https://trid.trb.org/view/804490
ER  - 

TY  - CONF
AN  - 01043947
AU  - Swearingen, Michael A
AU  - Transportation Research Board
TI  - Regional Transportation Impact Fees as a Viable Financial Strategy in Growing Communities
PY  - 2004
SP  - 12p
AB  - San Joaquin County (SJC) is the gateway from the valley to the San Francisco Bay area. The regional transportation system is in high demand and is experiencing great congestion. There are seven incorporated cities in SJC. The City of Stockton is designated as a large urban area and three of the cities are small urban areas with populations of 50,000-250,000. Three cities have populations less than 50,000 and the population of the unincorporated area is 134,600. As one of the fastest growing regions in the state, it is evident that the regional transportation system will likely fail without additional revenue to respond to challenges new growth creates.  Regional Transportation Impact Fees (RTIF) are one-time charges placed on new residential and/or commercial development to finance the cost of new or improved public transportation infrastructure. Literature supports the notion that impact fees provide for a more efficient means to pay for regional infrastructure improvements versus general taxes. As a revenue source, RTIF programs are very common in some parts of the nation. However, until recently, the RTIF phenomenon has been slow developing in California.  Specific to California, state law commonly known as AB 1600 created a regulatory scheme that places limits on development fees and exactions. The legislation mandates that before a fee can be established, increased, or imposed, the local agency shall: 1) identify the fee’s purpose; 2) identify the use of the fee; 3) determine how there is a reasonable relationship between the fee’s use and the development project;  4) determine how there is a reasonable relationship between the need for the public facility and the development project; and 5) determine how there is a reasonable relationship between the amount of the fee and the cost of the public facility.  One of the first “true” RTIF programs in California was established in the Coachella Valley region in 1989. Since then, over the last decade in various regions throughout California, failed attempts were made to establish an RTIF program. However, over the last three years, the momentum to establish RTIF programs has increased significantly.  An AB 1600 analysis and efforts to package a permanent RTIF program began 2½ years ago by the San Joaquin Council of Governments (SJCOG) for the San Joaquin region. To avoid the common pitfalls associated with establishing any type of impact fee program, the following was established: 1) economic necessity; 2) reasonableness; 3) fairness; 4) full and open public process; and 5) financial accountability. In lieu of the efforts to adhere to these principles, this process has been subject to an extreme amount of scrutiny from different constituencies. Nevertheless, the consensus building effort continues to this date.  San Joaquin County, as well as other larger regions in California such as Riverside and Contra Costa, has a one-half cent sales tax measure in place for critically needed transportation projects. Based on polling results, citizens are more willing to support a sales tax measure when they know that development will also pay their “fair” share. Therefore, there seems to be a direct correlation between sales tax measures and the evolution of RTIF programs in California.  Are RTIFs a viable funding financial strategy? The answer is yes, as evidenced in a discussion paper prepared for the Brookings Institution Center on Urban and Metropolitan Policy in June 2003. In short, impact fees generate millions of dollars of essential funding for vital transportation infrastructure improvements while increasing the supply of land for development, improving predictability in development process, and indirectly promoting local employment.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - California
KW  - Impact fees
KW  - Improvements
KW  - Infrastructure
KW  - Population growth
KW  - Regional transportation
KW  - Sales tax
KW  - San Joaquin County (California)
KW  - Small cities
KW  - State laws
UR  - https://trid.trb.org/view/804555
ER  - 

TY  - CONF
AN  - 01043946
AU  - Skoog, Kirk
AU  - Transportation Research Board
TI  - Duluth-Superior Wayfinding Plan
PY  - 2004
SP  - 12p
AB  - In 1999 the Metropolitan Interstate Council (MIC) completed the Duluth, Minnesota-Superior, Wisconsin Area Tourism Transportation Plan. The highest priority recommendation of this plan was to develop and implement a wayfinding signage plan and program which would create a comprehensive system to address the needs of motorists, pedestrians and transit users.  Corbin Design of Traverse City, Michigan was hired to lead the process of developing a wayfinding plan. Successful wayfinding depends a great deal on simplifying the messages presented to the first time visitor so they are not overwhelmed with excessive, contradictory and unnecessary information. Destination names must be consistent across the various media that present them. This includes not only signage but also brochures, maps, websites, information centers, local broadcasters, gas stations, taxi drivers, hotels and restaurants.  An advisory committee was established comprised of stakeholders from both Duluth and Superior representing city planning, parks and recreation, convention and visitors bureaus, chambers of commerce and local businesses. The group met several times over a six-month period to establish the locations to be identified and to select attractive and useful signage.  A vocabulary of signage was established including gateway and parking identifiers and pedestrian and vehicular directionals. Once the signage has been installed the following objectives will be accomplished: enhance the public image through distinctive, helpful graphics; provide information that people need to access the area’s attractions, parks and historic venues; make visitors’ experiences more memorable; make the destinations more identifiable by their consistent presentation in the system’s graphic messaging and help drivers locate and identify parking near their destination.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Brochures
KW  - Direction signs
KW  - Duluth (Minnesota)
KW  - Guide signs
KW  - Hotels
KW  - Maps
KW  - Mass media
KW  - Parking
KW  - Pedestrian signs
KW  - Public transit
KW  - Restaurants
KW  - Service stations
KW  - Superior (Wisconsin)
KW  - Taxicabs
KW  - Tourists
KW  - Traffic signs
KW  - Visitor information centers
KW  - Wayfinding
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/804503
ER  - 

TY  - CONF
AN  - 01043945
AU  - Marcus, Lawrence J
AU  - Kelly, Katherine S
AU  - Transportation Research Board
TI  - Integrating Multi-Modal Transportation into the Development Review Process
PY  - 2004
SP  - 12p
AB  - The development review process has traditionally focused on automobile traffic level of service (LOS) measures. With increased national interest in multi-modal transportation planning to support Smart Growth principles, the City of Rockville is expanding performance measures to evaluate not only auto, but also bicycle, pedestrian, and transit facilities during the development review process. This expanded scope of the review process poses a challenge, however, because measures that are not auto-related are often subjective and vague, requiring assessments of “safe” pedestrian walkways or “accessible” bike routes. What do these qualitative guidelines mean? How can they be quantified and integrated into objective policies?  This presentation explores the tools used by a medium-sized city to develop, measure, and analyze the LOS and accessibility of a multi-modal transportation system. It details how these standards are integrated into the development review process to provide quantifiable measures for transportation solutions, which take into account the type and distribution of land use. The objectives of this process are to 1) ensure that City plans and policies are observed, 2) set capital improvement program priorities, and 3) maximize the efficiency of existing transportation operations while ensuring that multi-modal options are established. Ultimately, this process identifies investments in facilities and services that are necessary to meet future needs, and also identifies operational and technological changes to the existing network that will serve future land-use.  Policies and technology provide the basis for examining and implementing multi-modal standards. Minimum standards for auto, bicycle, and pedestrian measures are being enacted, according to these modes’ proximity to transit options. In addition to auto-related standards for congestion levels, the implementation of standards for pedestrian and bicycle safety, connectivity, and accessibility are compulsory.  The use of technology applications such as GIS, laptops, Pocket PCs and GPS allow the City to evaluate existing transit, pedestrian, and bicycle networks using three performance goals—1) maximize walk and bicycle-accessible transit service to City residents, 2) increase the number of residents within a 10 minute walk time and 20 minute bike time to a Metrorail station, and 3) maximize the transit frequency of service.  The City of Rockville’s multi-modal emphasis during the development review process has facilitated several improvements in transportation analysis and planning: Transference of multimodal concepts through the development of customized location- and zoning-specific standards for bicycle, pedestrian, and transit modes; Transparent development plans through the implementation of both qualitative and quantitative standards through GIS for easy, understandable analysis on safety, accessibility, and other features; Validity of multimodal policies through the leverage of long-term transportation plans with feasible, short-term solutions for alternative transportation modes.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Accessibility
KW  - Automobiles
KW  - Bicycles
KW  - Development review process
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Land use
KW  - Level of service
KW  - Medium sized cities
KW  - Multimodal transportation
KW  - Pedestrians
KW  - Public transit
KW  - Rockville (Maryland)
KW  - Standards
KW  - Transportation planning
KW  - Transportation policy
UR  - https://trid.trb.org/view/804495
ER  - 

TY  - CONF
AN  - 01043944
AU  - Venigalla, Mohan
AU  - Chalumuri, Soujanya
AU  - Transportation Research Board
TI  - Applications of TRIMM for Small and Medium Communities
PY  - 2004
SP  - 15p
AB  - This paper presents the development and working mechanisms of a custom database application called ‘Travel Related Inputs Model for MOBILE6.x,’ or TRIMM. Under the auspices of the Federal Highway Administration, TRIMM is developed for deriving vehicle activity parameters that are specific to various geographic regions across United States. The 2000 Nationwide Household Travel Survey (NHTS), and the 1990 and 1995 Nationwide Personal Travel Survey (NPTS) data form the basis for deriving inputs to the MOBILE model. The NPTS/NHTS data were reduced for reconstructing the vehicle trip chains. The reduced survey data are imbedded into TRIMM as data tables. The simplified architecture of TRIMM is based on a relational database model which performs several predefined queries on the vehicle-trip chain data tables. Application of TRIMM for air quality modeling needs of the small and medium sized communities across the United States is discussed in detail. The model feature that facilitates the users to perform data export and custom comparisons of derived vehicle activity inputs to the defaults imbedded in MOBILE 6.2 is also highlighted.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Air quality modeling
KW  - Computer architecture
KW  - Medium sized cities
KW  - MOBILE6 (Computer model)
KW  - National Household Travel Survey
KW  - Nationwide Personal Transportation Survey
KW  - Small cities
KW  - United States
KW  - Vehicle activity parameters
UR  - https://trid.trb.org/view/804563
ER  - 

TY  - CONF
AN  - 01043943
AU  - Casper, Craig T
AU  - Transportation Research Board
TI  - Using the Principles of NEPA in Long-Range Planning to Improve Transportation Decision-Making
PY  - 2004
SP  - 14p
AB  - The Bay-Lake Regional Planning Commission’s Northside Traffic Circulation Study final report evolved out of a controversy in the northern fringe of the City of Sheboygan and adjacent portions of the Town of Sheboygan, Wisconsin. Wilbur Smith Associates was contracted in 1999 to undertake an 18-month study to recommend the most efficient and effective thoroughfare plan for the region. Almost immediately several basic tenets of the standard transportation planning process were challenged. Three years later the project was completed, albeit with a much different scope.  From the initial steering committee meeting non-technical study members criticized the limits of the scope of the project. They rejected the notion that social, economic, and ecological (SEE) impacts would be investigated during later phases of project development. It was their opinion that good investment decisions, even long-term ones, could only be made when as many of the overall positive and negative impacts as possible were known beforehand. While a complete National Environmental Policy Act (NEPA) analysis was beyond the resources (and requirements) of the funding agencies, adjustments in both the scope and budget were eventually made.  After a change in project staffing to bring in environmental impact staff, what evolved was a blend of traditional long-range planning and order of magnitude NEPA-type evaluation of SEE impacts. Additional transportation goals and objectives were developed by the Steering Committee, along with supporting policies. These goals and objectives were used to evaluate the alternatives. Supplementary data gathering, accompanied by an expansion of the study area to become more inclusive of SEE resources, also occurred. Membership of the final Steering Committee included the Wisconsin Department of Natural Resources (WisDNR), the Local Chapter of the Audubon Society, and several other stakeholders. The representative from WisDNR provided detailed data about wetlands and federal and state Endangered, Threatened, and Species of Concern that are known to occur or have habitat in the project area. Detailed water quality, air quality, hazardous materials, cultural and historic resource, and floodplain information were also gathered from existing sources.  After great initial controversy about not considering SEE factors in planning transportation facilities, this process produced recommendations that some disagreed with, but all acknowledged were inclusive, fair and, by providing decision-makers with the likely consequences of each segment, led to more informed decision-making.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Air quality
KW  - Cultural resources
KW  - Decision making
KW  - Economic impacts
KW  - Endangered species
KW  - Environmental impacts
KW  - Flood plains
KW  - Hazardous materials
KW  - Historic preservation
KW  - Long range planning
KW  - National Environmental Policy Act of 1969
KW  - Project development
KW  - Sheboygan (Wisconsin)
KW  - Social impacts
KW  - Stakeholders
KW  - Transportation planning
KW  - Water quality
KW  - Wetland conservation
UR  - https://trid.trb.org/view/804486
ER  - 

TY  - CONF
AN  - 01043942
AU  - Springer, Carl D
AU  - Ghilarducci, John
AU  - Transportation Research Board
TI  - Transportation Utility Fees: The Oregon Experience
PY  - 2004
SP  - 11p
AB  - Twelve Oregon agencies have adopted transportation utility fee (TUF) programs to augment shrinking roadway maintenance revenues. On average, the Oregon TUF programs generate roughly $6,000 per road mile annually through this mechanism. Clackamas County (pop. 345,000) investigated a transportation maintenance fee (TMF) program in 2003 that, if adopted, would become the largest agency in the state with this type of finance system.  The TMF development process in Clackamas County included a convergence of traditional travel demand forecasting with near-term traffic impact techniques to create a road user nexus at a parcel level. To accomplish this, trip estimates were made using standard ITE trip generation estimation methods with a crosscheck to the regional travel demand model. A major challenge was to make a reasonable assessment of travel activity for every building within the county. Each of the 97,000 residential tax lots and 7,000 non-residential tax lots was evaluated using tax assessment and state employment records to estimate travel activity and proportionately allocate fees. Lessons learned in this project included the trade-offs between road user fee ‘market’ value versus technical and legal defensibility, and aggressive public outreach with potentially affected groups.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Clackamas County (Oregon)
KW  - Cost allocation
KW  - Forecasting
KW  - Impact fees
KW  - Impacts
KW  - Lessons learned
KW  - Oregon
KW  - Road user charging
KW  - Transportation maintenance fees
KW  - Transportation utility fees
KW  - Travel demand
UR  - https://trid.trb.org/view/804519
ER  - 

TY  - CONF
AN  - 01043941
AU  - Transportation Research Board
TI  - Tools of the Trade: 9th National Conference on Transportation Planning for Small and Medium-Sized Communities, September 22-24, 2004, Colorado Springs, Colorado
PY  - 2004
SP  - v.p.
AB  - The Small and Medium-Sized Communities Conference was a symposium for transportation managers, planners, engineers, and elected officials from urban areas of less than 250,000 people; representatives from regional planning agencies, metropolitan planning organizations (MPOs), federal, state, and local transportation agencies and T-2 centers; consultants; and citizens who had active interest in transportation.  The theme was "Tools of the Trade."  The conference provided ready-to-use, economical and practical techniques for planners and decision-makers in urban areas of under 250,000 people.  It provided transportation planners a forum for the exchange of useful information, practical techniques, and low-cost methodologies particularly tailored to the needs of small and medium-sized urban communities.
U1  - 9th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationColorado Springs,Colorado,United States StartDate:20040922 EndDate:20040924 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Communities
KW  - Conferences
KW  - Consultants
KW  - Decision making
KW  - Economics
KW  - Federal government agencies
KW  - Local government agencies
KW  - Management
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Regional planning
KW  - Small cities
KW  - State government agencies
KW  - Transportation engineers
KW  - Transportation planning
KW  - Urban areas
UR  - https://trid.trb.org/view/804192
ER  - 

TY  - CONF
AN  - 01036303
AU  - Herzinger, Rainer
AU  - Elbadry, Mamdouh M
AU  - National Concrete Bridge Council
TI  - Stud Reinforcement in Dapped Ends of Concrete Bridge Girders
PY  - 2004
SP  - 18p
AB  - This paper describes the support reaction of precast concrete beams often acts on a short dapped end, where the depth is reduced to only a fraction of the depth in the remainder of the beam.  Precast concrete girders with dapped ends are typically used in pedestrian and long-span bridges.  Dapped ends are typically reinforced with conventional stirrups and longitudinal reinforcing bars that require hooks and bends and even welded plates in order to provide sufficient anchorage to the concrete.  Studs mechanically anchored with heads are proposed, in lieu of conventional reinforcement.  The use of studs reduces the problem of congestion of the end zones.  This allows for easier installation of the reinforcement and facilitates placement and compaction of the concrete.  An analytical investigation is presented in the paper.  Strut-and-tie models are used to develop different layouts of stud reinforcement.  The shear friction method is employed in order to examine the effectiveness of the different reinforcing layouts.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge anchorages
KW  - Bridge girders
KW  - Concrete bridges
KW  - Dapped girder ends
KW  - Precast concrete
KW  - Reinforced concrete
KW  - Shear friction
KW  - Shear properties
KW  - Shear reinforcement
KW  - Strut and tie method
UR  - https://trid.trb.org/view/792712
ER  - 

TY  - CONF
AN  - 01036302
AU  - Kates, Bruce C
AU  - Petzold, Ernst H
AU  - Guth, Dena
AU  - National Concrete Bridge Council
TI  - Construction of the Creve Coeur Lake Memorial Park Bridge
PY  - 2004
SP  - 20p
AB  - A large segmental concrete box girder bridge has recently been completed in the St. Louis, Missouri area. It is the first major use of segmental concrete construction by the Missouri Department of Transportation. While this type of structure is not new, it is certainly uncommon, and is of interest to the transportation community. The description of the construction technique will help to increase the understanding and acceptance of the structure type for its many applications. This paper describes the use of the “maturity method” for concrete strength assessment, and its function as a part of a cold weather concrete plan. The paper also describes the application of a silica fume concrete deck overlay and some of the problems encountered. These two specific aspects of the endeavor have applications to many other transportation projects.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Bridge construction
KW  - Cantilever bridges
KW  - Cantilevers
KW  - Maturity method
KW  - Missouri Department of Transportation
KW  - Post tensioned concrete bridge
KW  - Segmental concrete bridges
KW  - Segmental construction
KW  - Silica fume
UR  - https://trid.trb.org/view/792830
ER  - 

TY  - CONF
AN  - 01036301
AU  - Basu, Prodyot K
AU  - National Concrete Bridge Council
TI  - Influence of Jointless Construction and Skewness on Load Distribution Factors
PY  - 2004
SP  - 16p
AB  - The success of ideal combination of integrated bridges and high performance concrete in bridge construction has been established. A stage has been reached when necessary modifications can be made to AASHTO Bridge Specifications. On the basis of experimental and analytical research undertaken by the authors over the last four years, it was realized that the distribution factors recommended in AASHTO Specifications did not agree with the observed values for jointless bridges. Moreover, the effect of degree of skewness on distribution factors is also investigated. This paper reports the research findings related to live load distribution factors in HPC bridges as affected by jointless construction and skewness of supports. It concludes with recommendations for practical use.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge construction
KW  - Bridge design
KW  - High performance concrete
KW  - Jointless bridges
KW  - Live loads
KW  - Load factor
KW  - Load transfer
KW  - Skew bridges
KW  - Skewed distributions
KW  - Specifications
UR  - https://trid.trb.org/view/792603
ER  - 

TY  - CONF
AN  - 01036298
AU  - Trujillo, Ray M
AU  - National Concrete Bridge Council
TI  - New Mexico’s 45-Day Bridge -- Mountain Valley Road over Interstate 40
PY  - 2004
SP  - 12p
AB  - The objective of this project is to utilize High Performance Concrete (HPC) materials and precast substructure units in order to replace the existing interstate overpass with minimal impact to roadway users. The cast-in-place substructure work for the new bridge will be built under the existing bridge. Once the cast-in-place substructure work for the new bridge is complete, the existing bridge will be closed to traffic, demolished, and the superstructure of the new bridge completed and opened to traffic within 45 calendar days. Precast box girders and a precast pier cap will be used, which will significantly minimize construction time, and reduce user cost versus conventional construction methods. The apparent low bidder for this project was David Montoya Construction Company from Albuquerque, NM. As of January 2, 2004, the contract is still under bid review. Construction will begin in February 2004. The total estimated construction time is nine (9) months. The New Mexico Department of Transportation (NMDOT) feels that this rapid bridge construction project is achievable. It will open doors to innovative, cost and time effective technologies that will be used in bridges of the future.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge piers
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Cast in place concrete
KW  - High performance concrete
KW  - Interstate 40
KW  - New Mexico
KW  - Precast concrete
UR  - https://trid.trb.org/view/792952
ER  - 

TY  - CONF
AN  - 01036297
AU  - Pruski, Kevin R
AU  - Browne, Ralph
AU  - Vogel, John
AU  - National Concrete Bridge Council
TI  - The Use HPC on the Galveston Bay Bridges
PY  - 2004
SP  - 12p
AB  - The Texas Department of Transportation (TxDOT) is replacing two parallel structures that cross Galveston Bay to Galveston Island due to deterioration in their condition caused by exposure to their marine environment. The replacement bridges are expected to remain in good condition much longer than the current bridges, which have been in place 65 years for the northbound bridge and 44 years for the southbound bridge. The new bridges will use High Performance Concrete (HPC) for increased durability of the two 8,600 foot long replacement bridges. TxDOT is using HPC to increase durability in Texas bridges more and more often and the knowledge base for specifying and using it is expanding. This paper presents the development of the HPC specification for this project, including discussion of the use of a service -life prediction modeling software program named Life -365 to develop the mix designs for the various bridge components on this structure. Use of the program led to changing of beams types after much of the design of the project was already complete because the proposed beam type had insufficient concrete clear cover to the reinforcing steel for corrosion protection. This paper also describes results of the June 2003 bidding for this $136million contract, the current status of construction , and a description of some of the work on temperature control of the mass concrete placements.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Bridges
KW  - Cementitious materials
KW  - Corrosion
KW  - Deterioration
KW  - Deterioration by environmental action
KW  - Durability
KW  - Galveston Bay
KW  - High performance concrete
KW  - Marine environment
KW  - Mass concrete
KW  - Service life
KW  - Structural deterioration and defects
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/792819
ER  - 

TY  - CONF
AN  - 01036296
AU  - Kuchma, Daniel A
AU  - Kim, Kang Su
AU  - Nagle, Thomas
AU  - Sun, Shaoyun
AU  - Hawkins, Neil M
AU  - National Concrete Bridge Council
TI  - Shear Behavior Of High-Strength Concrete Bridge Girders
PY  - 2004
SP  - 12p
AB  - Current code provisions limit the compressive cylinder strength that can be used in shear design specifications to 10 ksi, whereas concrete compressive strengths close to twice this level are commercially available in some parts of the country. This limitation is imposed due to a lack of experimental research data from which to extend current design specifications. To address the shear design of High-Strength Concrete (HSC) girders, the National Cooperative Highway Research Program (NCHRP) has funded Project 12-56 “Application of the LRFD Bridge Design Specifications to High-Strength Structural Concrete: Shear Provisions” which is being lead by the authors. In the experimental component of this project, approximately twelve 52-foot long and 6-foot deep prestressed concrete bridge girders are being subjected to a uniformly distributed load until shear failure occurs. The primary variables in this study are concrete strength (ranging from 10-18 ksi), shear design stress (700 to 2500 psi), strand anchorage details (straight, unbonded, and draped), and end reinforcement detailing (bar size, spacing, confinement). The experiments on the first four girders have enabled a comparisons between girders with draped and straight strands, girders with enhanced end reinforcement detailing, and girders made from 10 ksi and 14 ksi concrete.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Compressive strength
KW  - Concrete bridges
KW  - Girders
KW  - High strength concrete
KW  - Prestressed concrete
KW  - Shear properties
KW  - Shear strength
UR  - https://trid.trb.org/view/792838
ER  - 

TY  - CONF
AN  - 01036295
AU  - DiGiulio, Roger
AU  - Winkelmann, Roger
AU  - National Concrete Bridge Council
TI  - A Case Study: A Concrete Solution to Rail Transit Structures
PY  - 2004
SP  - 13p
AB  - This is a case study that demonstrates how various concrete structural systems were utilized on three separate rail transit projects throughout the United States and why each system selected was appropriate for that project. In particular, the paper highlights the benefits that cast-in-place concrete box girder, cast-in-place concrete segmental box girder and precast concrete I-girders bridges brought to each of these projects. The three projects described are the (1) Hiawatha LRT – This project is located in Minneapolis, MN and used a cast-in-place concrete box girder type structure for the crucial Lake Street Bridge and Station portion of the 11.6 mile Design/Build project; (2) Portland LRT – This project is located in Portland, Oregon and used the CIP Segmental Balanced Cantilever method to construct the I-205 LRT Bridge. The bridge was a portion of a 5.5 mile extension of Tri-Met’s Light Rail Line in northeast Portland; and (3) T-REX Project - The Southeast Corridor Transportation Expansion Project, or T-Rex for short, is a combined Highway and LRT corridor project in Denver, Colorado. This project used mainly precast I Girders for the LRT Bridges.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Cantilever bridges
KW  - Case studies
KW  - Concrete structures
KW  - Denver (Colorado)
KW  - Design build
KW  - Hiawatha Light Rail Line
KW  - Light rail transit
KW  - Minneapolis (Minnesota)
KW  - Portland (Oregon)
KW  - Posttensioning
KW  - Precast concrete
KW  - Rail transit facilities
KW  - Rail transit stations
KW  - Southeast Corridor Project
KW  - Structural analysis
UR  - https://trid.trb.org/view/792982
ER  - 

TY  - CONF
AN  - 01036294
AU  - Green, Perry S
AU  - Lammert, Kimberly A
AU  - Boyd, Andrew J
AU  - Hamilton, H R
AU  - National Concrete Bridge Council
TI  - Structural Evaluation of Impact Damaged Prestressed Concrete I Girders Repaired with FRP Materials
PY  - 2004
SP  - 17p
AB  - A research project was recently completed, which assisted the Florida Department of Transportation (FDOT) in establishing a list of acceptable methods for the repair of impact damaged prestressed concrete bridge girders that used fiber reinforced polymer (FRP) materials. One of the main efforts of the project was to standardize the type of repair procedures used in the field. The experimental portion of the research consisted of testing to failure six full-scale, 44’-0” long AASHTO Type II girders and included an undamaged control specimen, a control specimen with simulated damage, and four specimens with simulated damage that were then repaired with different FRP systems. These systems varied in material type, laminate properties, application procedures, reinforcing schemes, and repair design procedures and assumptions. Through experimental and analytical comparisons, the systems were evaluated for acceptance as potential repair techniques to be used by FDOT. The evaluations consisted of the systems ability to restore the undamaged capacity of the girder, the type of failure mode that occurred, the cost of the repair system including installation, and the ease of installation.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Carbon fibers
KW  - Costs
KW  - Deformation
KW  - Ductility
KW  - Failure
KW  - Fiber reinforced materials
KW  - Florida
KW  - Girder bridges
KW  - Installation
KW  - Moments (Mechanics)
KW  - Polymers
KW  - Prestressed concrete bridges
KW  - Repairing
KW  - Shear strength
KW  - Testing
UR  - https://trid.trb.org/view/792968
ER  - 

TY  - CONF
AN  - 01036291
AU  - Stelmack, Thomas W
AU  - National Concrete Bridge Council
TI  - Putnam Street Bridge Replacement
PY  - 2004
SP  - 6p
AB  - The Putnam Street Bridge Replacement carries traffic across the Muskingum River in Marietta, Ohio. The low bid on the project was $11.4 million in the spring of 1998. The three-span structure is 69.85 ft. wide-box precast structure built in balanced-cantilever with a longitudinal closure strip between the boxes. The Contractor, Kokosing Construction Co., proposed a Value Engineering Cost Proposal (VECP) to make the structure a single cell, full width cast-in-place box girder based on constructability issues and economics of the design. Parsons, as the Construction Engineers for Kokosing, developed this concept as an alternative, which resulted in a shared savings of $500,000 between Washington County, Ohio and Kokosing.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Balanced-cantilever method
KW  - Box girder bridges
KW  - Bridge design
KW  - Bridge replacement
KW  - Bridges
KW  - Cantilever bridges
KW  - Concrete
KW  - Concrete bridges
KW  - Marietta (Ohio)
KW  - Muskingum River
KW  - Segmental bridges
KW  - Segmental construction
KW  - Value engineering
UR  - https://trid.trb.org/view/792826
ER  - 

TY  - CONF
AN  - 01036290
AU  - Rowekamp, Paul A
AU  - National Concrete Bridge Council
TI  - The Minnesota Department ff Transportation’s Experience with High Performance Concrete Bridge Decks
PY  - 2004
SP  - 13p
AB  - Minnesota’s harsh winter climate requires the significant use of deicing salts and chemicals to keep bridges and roadways clear. The Minnesota Department of Transportation (Mn/DOT) has used low slump dense concrete (LSDC) overlays to protect bridge deck reinforcing steel for 30 years, and has attained excellent performance that has unquestionably exceeded initial expectations. However, in recent years alternative materials such as silica fume, ground granulated blast furnace slag, and other performance enhancing materials have become readily available, economical, and may prove to be even more durable than LSDC overlays. This paper describes how the advent of these low permeability materials challenge current methods, policies and specifications. This paper discusses Mn/DOT’s experience with LSDC overlays, silica fume concrete, and high fly ash (30%) concrete deck mixes.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Deicing chemicals
KW  - Durability
KW  - Fly ash
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Minnesota
KW  - Permeability
KW  - Silica fume
KW  - Slump test
UR  - https://trid.trb.org/view/792950
ER  - 

TY  - CONF
AN  - 01036288
AU  - Tadros, Maher K
AU  - Jongpitaksseel, Nipon
AU  - Bowers, Jeremy
AU  - Amornrattanepong, Wilast
AU  - National Concrete Bridge Council
TI  - Development of Fatigue Limit Formula for Deformed Welded Wire Reinforcement (WWR)
PY  - 2004
SP  - 10p
AB  - This paper describes how the use of welded wire reinforcement (WWR) as an alternative to traditional mild steel reinforcing bars has many advantages. WWR boasts a higher yield strength, higher quality control, and significantly lower construction labor costs. However, many designers are still reluctant to use WWR as an alternative to mild steel  reinforcing bars, due to unavailability of fatigue design guidance in the American Association of State Highway and Transportation Officials (AASHTO) Bridge Design Specifications. This paper reports on an extensive cyclic testing program on deformed high strength WWR. Based on this testing, a conservative stress range formula similar to the existing one for mild reinforcing bars is presented for possible adoption in the AASHTO LRFD Specifications. In addition, full monotonic axial tensile stress vs. strain relationships is presented.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Cyclic strength
KW  - Fatigue limit
KW  - Fatigue strength
KW  - Quality control
KW  - Reinforcement (Engineering)
KW  - Tensile strength
KW  - Welded wire reinforcement
UR  - https://trid.trb.org/view/792718
ER  - 

TY  - CONF
AN  - 01036283
AU  - Liang, Ningfeng
AU  - Boyd, Andrew J
AU  - Green, Perry S
AU  - Hamilton, H R
AU  - Michael, Antonis
AU  - National Concrete Bridge Council
TI  - Structural Rehabilitation of the University Boulevard Bridge with CFRP Laminates and Sprayed GFRP
PY  - 2004
SP  - 14p
AB  - This paper describes an innovative structural rehabilitation technique that was implemented in order to strengthen and stiffen a load-rated bridge in Jacksonville, Florida. The bridge was constructed in 1957 and a number of the girders are exhibiting advanced symptoms of distress due to years of heavy truck traffic. The rehabilitation project encompassed two adjacent spans, each containing four girders. This retrofit technique employed a hybrid system composed of unidirectional carbon fiber laminates applied to the soffit of the beams in combination with a sprayed glass fiber reinforced polymer applied to the sides of the beams. The latter process produces a two-dimensional randomly oriented array of discontinuous glass fibers encapsulated by a vinyl ester matrix. This paper describes the actual design of the retrofit, based upon load testing of the bridge.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge spans
KW  - Bridge superstructures
KW  - Continuous girder bridges
KW  - Continuously reinforced concrete pavements
KW  - Fiber reinforced materials
KW  - Girder bridges
KW  - Glass fiber reinforced plastics
KW  - Glass fibers
KW  - Hybrid design
KW  - Hybrid systems
KW  - Jacksonville (Florida)
KW  - Laminates
KW  - Long span bridges
KW  - Rehabilitation (Maintenance)
KW  - Reinforced concrete bridges
KW  - Retrofitting
KW  - Structural analysis
UR  - https://trid.trb.org/view/792969
ER  - 

TY  - CONF
AN  - 01036282
AU  - Rajlic, Biljana
AU  - Murray, Philip D
AU  - National Concrete Bridge Council
TI  - Design and Construction of the Millennium Garden Avenue Overpass, City of Astana, Republic Of Kazakhstan
PY  - 2004
SP  - 11p
AB  - In 1997, the Republic of Kazakhstan moved their capital city to the City of Astana. Construction of a new City Centre with Government Buildings included a large public promenade, the Millennium Garden Avenue. The main highway between the airport and the City bisected the new Millennium Garden Avenue. A bridge was required to allow pedestrians to cross under the highway unimpeded. City Architects stressed the importance of aesthetics while providing a cost effective structure. The preferred option was to create an aesthetically pleasing bridge that complimented the architecture of the surrounding buildings. The resulting solution was a 22.0m (72.2ft) wide, 350.0m (1148.3ft) long, seven span cast –in place post -tensioned concrete structure. The aesthetics of the bridge was further enhanced by the 7.0m (23.0ft) wide cantilevers on each side. The large wing shaped cantilevers create shadows on the entire structure masking its true depth. This results in the visual appearance of a ribbon of thin concrete over the Circle Square. The introduction of the use of post -tensioning and high performance concrete in the bridge has created a new standard within the City of Astana and Kazakhstan. This has resulted in a cost effective and aesthetically pleasing structure thus positioning the Republic of Kazakhstan as a leader and innovator in bridge design and construction in the region.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Box girder bridges
KW  - Box girders
KW  - Bridge design
KW  - Bridge spans
KW  - Cantilever bridges
KW  - Cantilevers
KW  - Depth
KW  - Depth ratio
KW  - Design build
KW  - High performance concrete
KW  - Kazakhstan
KW  - Posttensioning
UR  - https://trid.trb.org/view/792613
ER  - 

TY  - CONF
AN  - 01036281
AU  - Sabnis, Gajanan M
AU  - Potter, Jerry L
AU  - National Concrete Bridge Council
TI  - Innovative Approach to Conceptual Design of HPC Bridges
PY  - 2004
SP  - 6p
AB  - This paper describes the global efforts to search, review and ideas from various sources of information using construction technologies and computer simulations. Results indicate that fresh conceptual innovative applications of HPC for bridges to improve the design process and at the same time reduce the construction cost of bridges using HPC to stimulate engineers to expand these concepts to design and build with longer life, innovative in nature, faster construction and effective and economical construction will result. It brought out more ideas from the interactions from different parts of the world on the technical panel with free and “out-of-the-box” thinking. The paper demonstrates through the global interaction, experience and examples leading to the use of rapid bridge construction utilizing HPC along with SCC. It will open doors to innovative cost and time effective technologies for the bridges of the future.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge engineering
KW  - Construction costs
KW  - High performance concrete
KW  - Innovation
KW  - Self compacting concrete
KW  - Service life
UR  - https://trid.trb.org/view/792843
ER  - 

TY  - CONF
AN  - 01036279
AU  - Miller, Richard A
AU  - Castrodale, Reid
AU  - Mirmiran, Amir
AU  - Hastak, Makarand
AU  - Baseheart, T Michael
AU  - National Concrete Bridge Council
TI  - Connections Between Simply Supported Concrete Beam Made Continuous
PY  - 2004
SP  - 20p
AB  - Precast bridge girders can be made continuous for live loads by providing a moment connection over the supports. This is usually done by placing negative moment reinforcement in a cast-in-place deck over the support and by placing a diaphragm between the girder ends. To counteract positive moments caused by creep and shrinkage, positive moment connections are often provided at the ends of the girder. NCHRP Project 12-53 examined methods of making the moment connection in precast/prestressed concrete girders made continuous for live load. An analytical study was conducted to determine effect of various parameters on positive moment development. Next an experimental study of the strength of six different positive moment details, involving either extended strand or extended bar, was conducted. The results showed that all of the details had sufficient strength. Details using additional stirrups in the diaphragm were found to have increased ductility while the use of horizontal web bars increased capacity. Two full-size specimens were tested to determine the level of continuity after cracking occurs at the joints. One of these specimens was also monitored for several months to determine the effects of creep, shrinkage and temperature on the connections. It was found that expansion and contraction of the deck due to heat of hydration and changes in ambient temperature greatly affected the system. However, an anticipated formation of negative moment due to differential shrinkage did not occur. The results showed that the connections maintained continuity even when cracked. Even when the positive moment connection was near failure, the system still maintained 70% continuity. The system was also found to have adequate negative moment capacity.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Cantilever bridges
KW  - Cast in place concrete
KW  - Continuous girder bridges
KW  - Creep
KW  - Girders
KW  - Live loads
KW  - Positive moment connections
KW  - Precast concrete
KW  - Shrinkage
UR  - https://trid.trb.org/view/792845
ER  - 

TY  - CONF
AN  - 01036274
AU  - Lord, Byron
AU  - National Concrete Bridge Council
TI  - Highways for Life
PY  - 2004
SP  - 3p
AB  - National studies show that many motorists in some of our nation's largest urban areas are spending the equivalent of one whole workweek -- 40 hours -- simply stuck in traffic. This is a significant waste of time and money, costing the average motorist over $1,000 each year. The wasted fuel from millions of idling vehicles also contributes to the pollution of our air.  Ironically, building more roads and bridges to reduce such congestion often has the opposite effect -- of making congestion worse while construction is underway.  What if road crews could find ways to accelerate their work, causing fewer motorist delays, while at the same time building new roads and bridges of such superior quality they would last twice as long as today's typical highway project?  This vision is not unattainable – it’s happening right now. When a disaster has required extraordinary effort to get a major transportation facility back in service, the owners and industry have risen to the occasion.  Accelerated construction techniques can dramatically reduce the time the public has to spend driving through work zones. Use of manufacturing processes or prefabricated components can expedite the on-site phase of construction, improve the quality of the end product and reduce the exposure of both the construction forces and the traveling public to the hazards of the work zone. Innovative contracting approaches can streamline the front-end efforts and promote quality in highway infrastructure.  However, high standards and expectations are needed to drive widespread adoption of these innovations and technologies.  Highways for Life is an integrated approach to the highway construction process with three strategic goals:  (1) Improved safety; (2) Reduced congestion due to construction; and (3) Improved quality.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Air pollution
KW  - Bridges
KW  - Delays
KW  - Engine idling
KW  - Gridlock
KW  - Highways
KW  - Infrastructure
KW  - Road construction
KW  - Roads
KW  - Time
KW  - Traffic congestion
KW  - Traffic delays
KW  - Travel time
KW  - Value of time
KW  - Work zone safety
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/792600
ER  - 

TY  - CONF
AN  - 01036273
AU  - Cangiano, Stefano
AU  - Plizzari, Giovanni A
AU  - National Concrete Bridge Council
TI  - The Rapid Hardening Concrete: A New Perspective in Bridge Construction
PY  - 2004
SP  - 19p
AB  - The deck of a short span bridge located in an important industrial area with a lot of heavy traffic, has been constructed by using a concrete that is characterized by early-age strength. One day after casting operations, the bridge was immediately opened to public traffic. Due to the location of the bridge, RHC was successfully used to limit interruptions of heavy bridge traffic, thereby reducing the loss of industrial costs related to the bridge reconstruction project. The Rapid Hardening Concrete (RHC) was produced with commonly available raw materials and is characterized by the total absence of silica fume or any other addition of pozzolanic materials or accelerating admixture. In the present paper the mechanical and physical properties are presented. Several experimental results show that the rheological behavior of RHC is very similar to that of Self Compacting Concrete. The main results of the final technical inspection show the bridge behavior under service loads. Due to the location of the bridge, RHC was successfully used to limit interruptions of heavy bridge traffic, thereby reducing the loss of industrial costs related to the bridge reconstruction project.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Concrete construction
KW  - Concrete properties
KW  - High performance concrete
KW  - High strength concrete
KW  - Rapid hardening
KW  - Structural design
UR  - https://trid.trb.org/view/792725
ER  - 

TY  - CONF
AN  - 01036272
AU  - Wetmore, Jeffery T
AU  - Hassanain, Mostafa A
AU  - National Concrete Bridge Council
TI  - Quality Control/Quality Assurance of High-Performance Concrete
PY  - 2004
SP  - 20p
AB  - It is well documented that the sensitivity of high -performance concrete (HPC) to many quality control/quality assurance (QC/QA) procedures is greater than that of conventional concretes. Slight variations in mix proportions, and small deviations from good testing practices can have a greater effect on the strength and other properties of HPC than on those of conventional concretes. Thus, a clearly and well -understood QC/QA program is key to the successful implementation of HPC. The main objective of this paper is to explore quality management issues of HPC using ISO 9001 elements, instead of relying only on quality control (material testing) to assure performance of in -place materials. Using quality management, the emphasis is placed on systematic control of the processes for producing the finished product. This represents a philosophical change from the acceptance of testing the product components as the sole criterion for QC/QA, which is common in public works construction today.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete construction
KW  - High performance concrete
KW  - ISO 9001
KW  - Mix design
KW  - Quality assurance
KW  - Quality control
KW  - Quality management concrete
KW  - Slab strength
UR  - https://trid.trb.org/view/792817
ER  - 

TY  - CONF
AN  - 01036271
AU  - Medina, Hector L
AU  - Vargas, Luis M
AU  - National Concrete Bridge Council
TI  - Controlled Demolition of Segmental Bridges
PY  - 2004
SP  - 8p
AB  - This paper describes how the expansion at the Ft. Lauderdale-Hollywood International Airport required the access interchange controlled demolition of three existing precast segmental bridges. This is the first occurrence of this type in North America. Detail deconstruction time-dependent analyses were conducted in order to monitor the stresses and forces at the superstructure, foundation and temporary structures throughout the deconstruction field implementation, where three methods of segment removal were employed; saw cutting, wire cutting and concrete crushing. These methods were utilized depending upon maintenance-of-traffic requirements. The close coordination among the consultant, contractor and specialty engineer greatly contributed to the success of this project.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Balanced-cantilever method
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - Bridges
KW  - Cantilever bridges
KW  - Construction and demolition debris
KW  - Demolition
KW  - Post tensioned concrete bridge
KW  - Post tensioned segmental beams
KW  - Precast concrete
KW  - Sawing
KW  - Segmental bridges
KW  - Stresses
KW  - Wire cutting
UR  - https://trid.trb.org/view/792966
ER  - 

TY  - CONF
AN  - 01036270
AU  - Holt, John
AU  - Medlock, Ronald D
AU  - National Concrete Bridge Council
TI  - Standardized Concrete Bridges in Texas
PY  - 2004
SP  - 11p
AB  - This paper describes how standardized concrete bridge plans are used extensively by the Texas Department of Transportation (TxDOT). The benefits of using standardized bridges include reduced design effort, widespread implementation of economically proven construction technologies, and reduced construction costs. This paper details these benefits as experienced by TxDOT and it also acknowledges limitations of standardized bridge plans, outlines the many concrete bridge systems offered by TxDOT in a standardized format, describes the development process used by TxDOT to create specific standard bridge drawings, and speculates on future standards development.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge design
KW  - Concrete bridges
KW  - Concrete construction
KW  - Cost control
KW  - Design standards
KW  - Short span bridges
KW  - Standardization
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/792678
ER  - 

TY  - CONF
AN  - 01036269
AU  - Zhu, Zhenyu
AU  - Mirmiran, Amir
AU  - Shahawy, Mohsen
AU  - National Concrete Bridge Council
TI  - Precast Modular FRP-Concrete Bridge Pier System
PY  - 2004
SP  - 8p
AB  - This paper reports on a construction feasibility study that uses precast concrete-filled fiber reinforced polymer (FRP) tubes (CFFT) in bridge substructure applications. A total of seven types of potential joint systems were investigated experimentally. Two bridge pier-cap frames were assembled with precast CFFT units and reinforced concrete footings. System performance as well as connection behavior were studied under two different load conditions simulating traffic load on the bridge. Additional tests were carried out on splicing of CFFT beams, capacity of CFFT columns, and column-footing connections. The study shows the superior performance and ease of construction with precast CFFT systems in bridge applications.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Bridge piers
KW  - Bridge substructures
KW  - Bridges
KW  - Fiber reinforced concrete
KW  - Fiber reinforced plastics
KW  - Footings
KW  - Modular structures
KW  - Piers (Supports)
KW  - Precast concrete
KW  - Reinforced concrete
KW  - Splicing
UR  - https://trid.trb.org/view/792975
ER  - 

TY  - CONF
AN  - 01036266
AU  - Pearson-Kirk, Donald
AU  - Collard-Jenkins, Stephen
AU  - Solan, Brian
AU  - National Concrete Bridge Council
TI  - The Performance of Post-Tensioned Bridges
PY  - 2004
SP  - 13p
AB  - In the course of the major upgrading and extension of the highway networks in the last fifty years, the use of post-tensioned concrete has been found to be an economically competitive form of construction and this has enabled concrete to be used for bridges with significantly longer spans than was previously thought possible. The paper briefly reviews the development of post-tensioned concrete bridges over the last fifty years and difficulties encountered in Europe with building and monitoring the bridges. The types and magnitude of problems as reported in several countries will be reviewed. Discussion will be presented on certain methods of investigating the in-situ condition of post-tensioning systems. The resulting improvements in the quality of the investigations will be discussed in the paper. The three-phase approach to Special Inspections is outlined and the findings of research and site investigations discussed together with the implications for bridge owners and managers.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Concrete bridges
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Durability
KW  - Grouting
KW  - Long span bridges
KW  - Posttensioning
KW  - Site investigation
KW  - Specifications
UR  - https://trid.trb.org/view/792973
ER  - 

TY  - CONF
AN  - 01036264
AU  - Nassif, Hani H
AU  - Hwang, Eui-Seung
AU  - Ozkul, Ozgur
AU  - Han, Man Yop
AU  - National Concrete Bridge Council
TI  - Design and Analysis of Incrementally Prestressed Concrete (IPC) Girders
PY  - 2004
SP  - 14p
AB  - With the introduction of high strength concrete and larger diameter strands, more emphasis is placed on developing new types of prestressing alternatives that would take advantage of these new developments. In comparison with traditional prestressing, incremental prestressing of girders (i.e. prestressing in stages before and after deck slab construction) allows for extended s pan lengths, increased live load carrying capacity, and use of shallow sections. The concept of incremental prestressing, introduced in Korea on more than ten constructed bridges, allows for longer span bridges and shallow girder sections. This is achieve d by pre -tensioning the girder prior to the casting of slab and then post -tensioning the slab -and-girder with unbonded tendons after the slab is cast in place. This paper presents a new procedure for the analysis of girders incrementally prestressed with a combination of bonded and unbonded (hybrid) tendons. The analysis is based on the “trussed beam” analogy used to model girders with hybrid tendons. The model assumes the prestressed concrete girder and the unbonded tendons will act as trussed beam system. To validate the analysis and design procedures, two full -scale specimens (bracket type and coupler type), having a span length of 30m, were designed, manufactured and tested in Korea. Results are presented in terms of the stress at ultimate as well as load versus deflection. Test results show good agreement with theoretical values in terms of stresses, deflections, cracking moment and ultimate strength. The ultimate strength of IPC girder is about 30% higher than the traditional PSC girder. It can be concluded that the IPC girder has full safety and ductility and can be used as longer span bridge girders than conventional girder bridge.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Finite element method
KW  - Girders
KW  - High strength concrete
KW  - Long span bridges
KW  - Prestressed concrete
KW  - South Korea
KW  - Truss bridges
UR  - https://trid.trb.org/view/792841
ER  - 

TY  - CONF
AN  - 01036259
AU  - Towell, Paul J
AU  - Kivisto, Paul M
AU  - National Concrete Bridge Council
TI  - The Wakota Bridge Segmental Concrete Crosses the Mississippi
PY  - 2004
SP  - 9p
AB  - This paper will provide an overview of construction in progress for a major long span cast-in-place segmental bridge in Minnesota. The new Wakota Bridge consists of twin long span cast-in-place segmental concrete bridges that will carry I-494 over the Mississippi River in South St. Paul, Minnesota. The new bridges will each have 5-lanes and 2 full width shoulders, and will replace an existing 4 -lane structure that includes a tied arch main span. The bridge will incorporate the latest post -tensioning technology to ensure that the post-tensioning tendons are protected from corrosion during construction and in service. Year round construction in a region known for severe winter weather requires that cold-weather concreting practices be carefully implemented and monitored. Construction began in the spring of 2003 and is scheduled for completion in fall 2007.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Cast in place structures
KW  - Concrete
KW  - Long span bridges
KW  - Minnesota
KW  - Mississippi River
KW  - Post tensioned segmental beams
KW  - Segmental bridges
KW  - Wakota Bridge
UR  - https://trid.trb.org/view/792823
ER  - 

TY  - CONF
AN  - 01036255
AU  - Wilt, Joel
AU  - Hines, Franklin
AU  - National Concrete Bridge Council
TI  - Four Bears Bridge - Context Sensitive Design and Construction Challenges
PY  - 2004
SP  - 23p
AB  - This paper describes the Four Bears Bridge, which is a bridge that will be the first precast segmental bridge to be built in North Dakota. The new 4500-foot long structure will replace an existing steel truss bridge built in 1955 and traverse waters as deep as 90 feet. A Context Sensitive Design (CSD) process, with full FHWA oversight, was accomplished during the preliminary phase of the project. Development and implementation of that process is chronicled. Cost estimates for CSD components are summarized. One of the significant project issues is the icing of the lake in winter. A detailed summary of the ice force determination report is included as well as photographs of ice formation during November & December of 2003. The North Dakota Department of Transportation (NDDOT) selected a number of bridge components to speed construction. One innovative feature chosen was precast cofferdams. The precast cofferdams were designed to function as both a template for driving the steel piles and as a lost form for the footings. Issues related to the pipe pile foundation design are included as well as construction photographs from the 2003 construction season.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Cofferdams
KW  - Construction
KW  - Context sensitive design
KW  - Foundations
KW  - Four Bears Bridge (North Dakota)
KW  - Icing
KW  - North Dakota
KW  - Pile foundations
KW  - Precast concrete
KW  - Segmental construction
KW  - Winter
UR  - https://trid.trb.org/view/792744
ER  - 

TY  - CONF
AN  - 01036254
AU  - Humphreys, Scott R
AU  - National Concrete Bridge Council
TI  - Improving the Quality of Epoxy-Coated Steel Reinforcing Bars through CRSI’s Epoxy Coating Applicator Plant Certification Program
PY  - 2004
SP  - 16p
AB  - This paper presents an overview of the Concrete Reinforcing Steel Institute’s Voluntary Certification Program for Epoxy Coating Applicator Plants. The Plant Certification Program was developed to provide a means of ensuring that applicator plants are capable of producing epoxy-coated steel reinforcing bars in accordance with industry standards and recommendations. There are currently 34 certified applicator plants in the United States and Canada. Eighteen state and provincial transportation departments require that epoxy–coated reinforcing bars be supplied by CRSI-certified plants.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Abrasives
KW  - Anchors
KW  - Anchors (Structural connectors)
KW  - Blast cleaning
KW  - Coating cure
KW  - Epoxy coatings
KW  - Epoxy-coated reinforcing bar
KW  - Metals
KW  - Quality control
KW  - Quality control
KW  - Reinforcement (Engineering)
KW  - Visualization
UR  - https://trid.trb.org/view/792608
ER  - 

TY  - CONF
AN  - 01036253
AU  - Hass, Irina
AU  - Cofoid, Rich
AU  - Lowe, Michael
AU  - Michael Lowe
AU  - Lowe, Mark
AU  - National Concrete Bridge Council
TI  - Stone-Crete – Bridge Aesthetics
PY  - 2004
SP  - 13p
AB  - This paper describes how Stone-Crete is one of the tools that make Concrete Bridges not only an element of transportation, but also a complete marriage of aesthetics and durability. The high cost of labor and material has made the use of genuine stone or rock in construction prohibitively expensive. As a result, relatively inexpensive polymers and concrete have become popular in the manufacture of artificial stones and rocks. However, the production of aesthetically appealing artificial stone is difficult, specifically related to the replication of real stone texture and color. Stone-Crete is an Architectural Concrete System that creates deep relief stones with a variety of available textures and colors. It is a system that produces a surface of cementitious material including a plurality of surface areas each produced by a form liner to simulate the appearance of natural stone or rock. The construction process involves, but is not limited to, attaching the Stone-Crete liners to forms. The liners are then set for a normal concrete wall pour and concrete is then poured between forms (either plain or integrally colored concrete can be used). Next, forms are stripped away and a final coloring process is applied to the concrete to produce a look of natural stone.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Aggregates, rock and stone
KW  - Architectural design
KW  - Architecture
KW  - Bridge construction
KW  - Bridge design
KW  - Cementitious materials
KW  - Color
KW  - Concrete
KW  - Concrete bridges
KW  - Durability
KW  - Stone
KW  - Stone Crete
KW  - Texture
UR  - https://trid.trb.org/view/792742
ER  - 

TY  - CONF
AN  - 01036246
AU  - Strasky, Jiri
AU  - National Concrete Bridge Council
TI  - Recent Development in Design of Stress Ribbon Bridges
PY  - 2004
SP  - 17p
AB  - Recent applications of stress ribbon pedestrian bridges built in the USA and UK are described in terms of their architectural and structural solution, the process of construction and the influence of the structural arrangement on the static and dynamic analysis. The bridges have a very slender deck assembled from precast members formed by two edge girders stiffened by transverse ribs. The main advantage of these structures is that they have a minimal environmental impact because they use very little material and can be erected independently from the existing terrain. Since they do not need bearings or expansion joints they need only minimal long-term maintenance. Recent developments in which the stress ribbon is combined with arches or external cables are also presented.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Cable stayed bridges
KW  - Composite materials
KW  - Composite structures
KW  - External tendons
KW  - Footbridges
KW  - High strength concrete
KW  - Nonlinear systems
KW  - Precast concrete
KW  - Segmental construction
KW  - Slabs
KW  - Stress ribbon bridge
KW  - Tendons
KW  - Tendons (Bridges)
UR  - https://trid.trb.org/view/792601
ER  - 

TY  - CONF
AN  - 01036244
AU  - Sun, Chuanbing
AU  - Tadros, Maher K
AU  - Lafferty, Mark
AU  - Fallaha, Sam
AU  - National Concrete Bridge Council
TI  - High Performance Precast Concrete Bridge Deck System for the Skyline Bridge
PY  - 2004
SP  - 12p
AB  - This paper describes how most of the deficiency in existing stringer-type bridges is in the deterioration of the bridge deck. Cast-in-place (CIP) reinforced concrete decks experience cracking shortly after construction because of their large differential creep and shrinkage with the supporting beams, and because of the temperature drop they experience in the hydration cycle. The NUDECK (Nebraska University) system presented herein is a full-depth precast/prestressed concrete bridge deck panel system. The deck is pretensioned in the transverse direction and post-tensioned in the longitudinal direction. 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 of continued pre-compression of the deck during its life. Construction time is greatly cut and the traveling public is least inconvenienced. Implementation of this new system in the design and construction of the Skyline Bridge, at 198th Skyline Drive and West Dodge Street in Omaha, Nebraska is given. The bridge consists of two spans, 89 ft and 125 ft, a 25-degree skew. Girder spacing is 10 ft-10 in. A typical precast deck panel is 7 ft-long, 56.8 ft-wide (full bridge width), and 6 in.-thick. The steel beams are made composite with the deck panel through 1 1/4 in. diameter studs, which have twice the capacity of 7/8 in. standard diameter studs. The joints between the panels are grouted using flowable concrete. The longitudinal gap over beams and 2 in. composite overlay are filled with Type K cement, shrinkage compensating, concrete mix. This paper presents the production and erection of the panels. This deck system can also be used efficiently for concrete girder bridges.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Cracking
KW  - Creep
KW  - High performance concrete
KW  - Omaha (Nebraska)
KW  - Precast concrete
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Shrinkage
KW  - Type K cement
UR  - https://trid.trb.org/view/792681
ER  - 

TY  - CONF
AN  - 01036242
AU  - Mirtalaei, S Kamal
AU  - Yang, Pe-Shen
AU  - Sung, Henry
AU  - Tang, Taiping
AU  - National Concrete Bridge Council
TI  - Economic Impact of AASHTO, LRFD Specifications and its Optimization for the Prestressed I-Girder Bridges Using High Strength Concrete in Arizona Department of Transportation
PY  - 2004
SP  - 19p
AB  - Arizona Department of Transportation (ADOT) will adopt the AASHTO LRFD Bridge Design Specifications in 2007. The task preparation of such enormous undertaking has initiated a number of research investigations in ADOT’s Bridge Group. Apart from the new specification, HPC/HSC is going to be widely used by most DOTs. This paper represents the investigation on girder slab bridges designed by both LRFD and Standard Specification using conventional or High Strength Concert (HSC). Major changes in LRFD design methodologies were discussed and a general comparison was made. A dual purposed (LRFD and LFD) program was developed for the analysis, design and cost evaluation of these superstructures. Research results revealed that LRFD gives slightly (less than 10%) heavier (more costly) superstructure design. The cost evaluation of superstructures with different configuration (girder type and spacing) led to practical design charts for the optimum girder type or girder spacing. The use of High Strength Concrete was shown to be a great structural advantage for the design of prestressed concrete girders. It was observed that the use of High Strength Concrete enables the achievement of significantly longer span lengths and/or girder spacing which is not possible when using normal strength concrete.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Arizona
KW  - Arizona Department of Transportation
KW  - Bridge design
KW  - Bridge superstructures
KW  - Economic impacts
KW  - Girder bridges
KW  - High performance concrete
KW  - High strength concrete
KW  - I girders
KW  - Optimization
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Specifications
UR  - https://trid.trb.org/view/792604
ER  - 

TY  - CONF
AN  - 01036240
AU  - Ghaly, Ashraf M
AU  - Cahill, James D
AU  - National Concrete Bridge Council
TI  - Bond Strength of Nylon-Coated Reinforcing Steel Bars
PY  - 2004
SP  - 20p
AB  - The corrosion of reinforcing steel bars in concrete can potentially create major weaknesses in structures. This is a constantly pressing issue that has been under intensive investigation. The use of de-icing agents on roads and bridges can further aggravate the situation and accelerate corrosion. Corrosion of reinforcing steel, or rebar, is one of the most common causes of deterioration in concrete structures, and it leads to expensive repairs. Preventive measures to this problem are being continuously sought. The application of a nylon coating to reinforcing steel has been introduced as a possible corrosion control measure. This research project was undertaken to investigate the possibility of the use of rebar covered with this nylon coating in reinforced concrete applications. The experimental testing program was designed to study the bond strength characteristics between concrete and reinforcing steel.  Two different experimental tests were performed. The first tested the bond strength between rebar and concrete where the rebar was subjected to axial tensile loading. The second tested the bond strength where the rebar acts as reinforcement in the tension region of a concrete beam subjected to flexure. Rebar with nylon applied by two different coating methods were provided by American and German manufacturers. The nylon-coated rebar consisted of four rebar sizes for each of the two coating methods—No. 2, 4, 5, and 6 for the American coating method, and No. 2, 4, 6, and 8 for the German coating method. Conventional, uncoated rebars of similar sizes were also provided and used in testing. In the pullout test, 2 specimens each of uncoated No. 4 and 6, American coated No. 4, 5 and 6, and German coated No. 4 and 6 reinforcing steel bars were tested. Relationships between bar size, coating method, load, and unit bond strength were determined. Test results show that the use of a nylon coating does not significantly alter the bond strength of a reinforcing steel bar when compared with that of uncoated bars. In the beam test, a concrete beam reinforced by a single steel bar was tested for each of uncoated No. 4, 6, and 8, American coated No. 4, 5, and 6, and German coated No. 4, 6, and 8 bars. A total of 9 beams were tested. Axial loads in the bars, and thus unit bond stress at failure, were calculated. Test results indicate that reinforcing steel coated with the nylon may be safely used as an alternative reinforcement for concrete.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bars (Building materials)
KW  - Bending stress
KW  - Bond strength (Materials)
KW  - Coatings
KW  - Corrosion
KW  - Corrosion resistance
KW  - Distress
KW  - Nylon
KW  - Reinforced concrete
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
KW  - Rust
KW  - Steel
UR  - https://trid.trb.org/view/792606
ER  - 

TY  - CONF
AN  - 01036239
AU  - Camisa, Steven J
AU  - Tepke, David G
AU  - Schokker, Andrea J
AU  - Tikalsky, Paul J
AU  - National Concrete Bridge Council
TI  - Reduction in the Early-Age Cracking of a Concrete Bridge Deck
PY  - 2004
SP  - 13p
AB  - This paper describes how two lanes of a 27 -span, 2700 -foot long, partially curved continuous steel girder bridge were cast during the summer of 2001 in Pennsylvania. Extensive transverse cracking over the entire length of the bridge was observed immediately following the removal of moist curing. Prior to the placement of the two remaining lanes in an adjacent bridge during the summer of 2002, research was conducted to determine the likely causes for the early -age cracking. Recommendations were made to the Pennsylvania Department of Transportation (PennDOT) to reduce the concrete placement temperature, modify the concrete mixture design, alter some key construction practices, and change the placement sequence. Cracking in the eastbound lanes was reduced by 62 percent over the previously cast lanes. Crack surveys were used to document performance.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Bridge decks
KW  - Concrete bridges
KW  - Cracking
KW  - Deck placement methods
KW  - Early age concrete
KW  - Early age cracking
KW  - Mix design
KW  - Pennsylvania
KW  - Temperature
KW  - Transverse
KW  - Transverse cracking
UR  - https://trid.trb.org/view/792745
ER  - 

TY  - CONF
AN  - 01036238
AU  - Lawler, John S
AU  - Tracy, Sharon L
AU  - Connolly, James D
AU  - Krauss, Paul D
AU  - National Concrete Bridge Council
TI  - Reconstruction of Historic Wacker Drive, Chicago, Il.--Design and Implementation of High Performance Concrete for Long-Term Durability
PY  - 2004
SP  - 21p
AB  - A high performance concrete (HPC) was used in the Wacker Drive reconstruction in downtown Chicago, IL to produce a structure with a projected design life of 75 years or more. For this application, durability in the severe northern climate was considered paramount. This paper discusses the process in the design and implementation of HPC for the reconstruction of this historic structure. Several steps were followed to ensure successful implementation. These included: 1) targeted performance was identified, 2) available raw-materials were pre-screened, 3) trial batches were tested, and 4) construction practices and the HPC was carefully monitored through a comprehensive QA/QC program. An up-front commitment to development and implementation of HPC was required to achieve optimum benefits.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Chloride permeability
KW  - Durability
KW  - High performance concrete
KW  - Historic sites
KW  - Long term performance
KW  - Reconstruction
KW  - Service life
KW  - Structural design
KW  - Wacker Drive (Chicago, Illinois)
UR  - https://trid.trb.org/view/792833
ER  - 

TY  - CONF
AN  - 01036237
AU  - Loizias, Marcos P
AU  - National Concrete Bridge Council
TI  - Design and Construction of Cast-In-Place Concrete Cable-Stayed Bridges in the United States
PY  - 2004
SP  - 12p
AB  - This paper reviews the developments in cast-in-place concrete cable-stayed bridges in the United States. It describes characteristic structural details for the superstructure system, towers, and stay-cables, with associated design considerations, and presents the methods of construction of these bridges. Some significant bridges are discussed in detail.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Bridge construction
KW  - Cable stayed bridges
KW  - Cantilever bridges
KW  - Cantilevers
KW  - Cast in place concrete
KW  - Concrete construction
KW  - Post tensioned concrete bridge
KW  - Stability (Mechanics)
KW  - United States
UR  - https://trid.trb.org/view/792615
ER  - 

TY  - CONF
AN  - 01036231
AU  - Ramsburg, Paul
AU  - National Concrete Bridge Council
TI  - The Effects of Forming Materials and Release Agent Types on the Appearance of Self-Consolidating Concrete
PY  - 2004
SP  - 8p
AB  - This paper describes how Self-Consolidating Concrete (SCC) has be used to produce many aesthetically critical projects since its development. Also, by eliminating the need to attend to the concrete’s surface after form removal, SCC decreases the amount of labor and materials spent on the production of a quality structure. Although SCC mixes of various levels of strength and durability can be designed to generate a smooth defect free surface this does not ensure the field application or finished product will be just as unflawed. There are two main outside influences that greatly affect the appearance of SCC. The first of these is form materials; two of the most popular are steel and plywood. The second factor to be addressed is release agents. Different types of release agents (form oil) give varying degrees o f surface defects. The method of application of these release agents also plays apart in the final product appearance. Information is presented on the effects that several forming materials, under various surface conditions as well as an assortment of release agent types, have on the final product appearance of SCC. One barrier type, and four reactive type agents are examined and their suitability for use with SCC reported. The study shows that reactive release agents will produce a more aesthetically plea sing finish on precast bridge units. A grading chart was developed to evaluate form and product conditions. Two mix designs are examined with various levels of workability, durability, and compressive strength. Also, the production of a precast concrete bridge for the Virginia Department of Transportation that utilizes High Performance SCC and the findings from the study of release agents is highlighted as a case study.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Compressive strength
KW  - Concrete construction
KW  - Durability
KW  - High strength concrete
KW  - Mix design
KW  - Precast concrete
KW  - Release agents
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/792741
ER  - 

TY  - CONF
AN  - 01036230
AU  - Query, T Brian
AU  - Castrodale, Reid W
AU  - National Concrete Bridge Council
TI  - Design Considerations for the Stonewall Street Bridge Project
PY  - 2004
SP  - 8p
AB  - This paper discusses the features of the design and construction of a two track bridge for trolley and light rail traffic in a unique urban site. The bridge utilized prestressed concrete girders with a composite deck that were connected into a rigid frame. Columns for the bridge piers were constructed within an existing structure. Aesthetics were an important consideration for this bridge.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge piers
KW  - Bridge structures
KW  - Composite materials
KW  - Composite structures
KW  - Girder bridges
KW  - Light rail vehicles
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Trolley cars
UR  - https://trid.trb.org/view/792972
ER  - 

TY  - CONF
AN  - 01036228
AU  - Ryan, Jeremy L
AU  - Bayrak, Oguzhan
AU  - Jirsa, James O
AU  - Klingner, Richard E
AU  - Breen, John E
AU  - National Concrete Bridge Council
TI  - Bridge Slab Behavior at Expansion Joints
PY  - 2004
SP  - 18p
AB  - The standard Texas Department of Transportation ( TxDOT) IBTS deck detail thickens a 4 -ft wide section of the deck at the expansion joint from 8 in. in the typical deck to 10 in. The Uniform Thickness Slab End (UTSE) detail, which does not thicken the deck at the edge but increases the reinforcement ratio, was tested with the aim of increasing construction economy.  A full -scale bridge deck specimen was constructed and tested to determine the effects of applying AASHTO design loading configurations to the edge of the deck. The ultimate load capacity of both slab end details was at least 4.9 time s the HS -25 load level.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bearing capacity
KW  - Bridge decks
KW  - Bridge design
KW  - Design load
KW  - Expansion joints
KW  - Formwork
KW  - Precast concrete
KW  - Slabs
KW  - Structural behavior
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/792814
ER  - 

TY  - CONF
AN  - 01036222
AU  - Coletti, Domenic
AU  - Creamer, Gregory
AU  - Fish, Robert
AU  - Godzwon, Gerald
AU  - Kimm, Victor
AU  - National Concrete Bridge Council
TI  - Extreme Geometry Leads to Extreme Bridges at DFW Airport
PY  - 2004
SP  - 20p
AB  - As part of a $2.6 -billion capital development program at Dallas / Fort Worth (DFW) International Airport that includes construction of a new terminal and airfield improvements, a three -level roadway system was designed to connect the new terminal with the existing main airport access road. Severe curvatures, flares, and overlapping alignments dictated by myriad site constraints resulted in complicated geometry and the selection of cast-in-place, post -tensioned (CIP PT) box girder superstructures. For a seamless connection between the new terminal and parking garage, CIP PT beam-and-slab structures were integrated into the garage’s lower levels to provide access to three levels of the terminal. The appeal of a cleaner look suggested use of integral substructures and a variety of bent configurations.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Airport terminals
KW  - Box girder bridges
KW  - Bridge design
KW  - Bridge substructures
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete bridges
KW  - Dallas-Fort Worth International Airport
KW  - Geometry
KW  - Integral structures
KW  - Posttensioning
KW  - Substructures
UR  - https://trid.trb.org/view/792612
ER  - 

TY  - CONF
AN  - 01036220
AU  - Pearson-Kirk, Donald
AU  - Cairns, Robert
AU  - Collard-Jenkins, Stephen
AU  - Solan, Brian
AU  - National Concrete Bridge Council
TI  - Cost Effective Testing of Concrete Structures
PY  - 2004
SP  - 14p
AB  - This paper describes how, despite the use of design procedures and construction practices that have been developed over many years, unexpected early deterioration of concrete structures has become a matter of considerable concern in many countries. One effect of premature deterioration is that significant expenditure has to be diverted from capital works to the management of those structures. This paper contains a review of the need for inspections of structures to be accompanied by well-targeted testing, carried out by well-qualified dedicated technical staff, with results being interpreted by experienced engineers. The condition of these structures can then be accurately assessed, the extent, severity and causes of any deterioration determined, and any appropriate management actions identified with confidence. The base-line data obtained can be used for subsequent conditioning monitoring of the structures. Case studies are presented that demonstrate the benefits of testing of structures.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Benefit cost analysis
KW  - Bridges
KW  - Concrete
KW  - Condition surveys
KW  - Conferences
KW  - Corrosion
KW  - Corrosion protection
KW  - Costs
KW  - Deterioration
KW  - Maintenance
KW  - Nondestructive tests
KW  - Surveillance
KW  - Tests
UR  - https://trid.trb.org/view/792976
ER  - 

TY  - CONF
AN  - 01036218
AU  - Hartsfield, Philip M
AU  - Stelmack, Thomas W
AU  - National Concrete Bridge Council
TI  - LBJ/Central Expressway Interchange– High Five Project
PY  - 2004
SP  - 6p
AB  - The LBJ / Central Expressway Interchange is a multi-level interchange rehabilitation in Dallas, Texas. The new $261 million interchange is expected to eliminate the bottlenecking, loop ramps and confusing left-hand exits currently being used at the intersection of I-635 and U.S. 75. Referred to as the “Dallas High Five”, the new interchange will provide a five–level interchange with an assortment of flyover ramps, highway widening and HOV lanes to accommodate over a half million vehicles per day. The fourth and fifth levels of the interchange consist of five (5) segmental ramps, which are being constructed by the Rizzani de Eccher/H.B. Zachry Construction Company joint venture. The ramps were originally designed as cast-in-place, built in balanced cantilever with form travelers.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridges
KW  - Cantilever bridges
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete structures
KW  - High occupancy vehicle lanes
KW  - Highway bridges
KW  - Interchanges
KW  - Long span bridges
KW  - Overpasses
KW  - Segmental construction
KW  - Value engineering
UR  - https://trid.trb.org/view/792828
ER  - 

TY  - CONF
AN  - 01036216
AU  - Weinmann, Thomas L
AU  - Lewis, Andrew E
AU  - Roller, John J
AU  - National Concrete Bridge Council
TI  - Structural Testing and Health Monitoring for the Bridge Street Bridge Deployment Project
PY  - 2004
SP  - 20p
AB  - This paper describes how the Bridge Street Bridge Deployment Project constituted one of the first applications where CFRP would be used exclusively as the primary reinforcement in a pre-cast concrete double-tee (DT) girder. Therefore, special specification provisions were developed and implemented for the; (1) testing of a prototype DT girder to evaluate structural performance and serve as a proof-of-design test; (2) installation of an instrumentation-based bridge health monitoring system with the intent for long-term health monitoring; and (3) conducting periodic load tests on the completed structure to measure structural response under a series of truck loading sequences. Over 300 sensors were installed as part of this remotely accessed, alarm based bridge health monitoring system. This paper presents information related to the Bridge Street Bridge structural testing program and long-term health monitoring system for this unique structure. Summary findings will be presented for the testing of the prototype girder and first scheduled load test. In addition, benefits gained and lessons learned for the instrumentation program will be discussed in the paper.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Carbon fibers
KW  - Concrete
KW  - Concrete bridges
KW  - Double tee beams
KW  - Girder bridges
KW  - Girders
KW  - Instrumentation
KW  - Monitoring
KW  - Polymers
KW  - Precast concrete
KW  - Reinforcement (Engineering)
UR  - https://trid.trb.org/view/792974
ER  - 

TY  - CONF
AN  - 01036215
AU  - Philbin, Jason V
AU  - National Concrete Bridge Council
TI  - Creative Concrete Bridge Solutions: Precast Concrete Bridges beyond “Traditional” Culvert Applications
PY  - 2004
SP  - 12p
AB  - This paper describes how precast culverts are no longer limited to the traditional “culvert applications”. Economical, effective and efficient answers are now available for a wide variety of applications including airport, railroad, environmental, storm water and more. Solutions are being provided to answer the highway industry’s most urgent need – replacement of the aging and deficient small bridge inventory. Modern technology has advanced precast concrete bridge design. Larger clear spans allow for unobstructed waterways for environmental applications, minimize stream mitigation costs, reduce permitting time and reduce maintenance costs. Precast solutions allow design engineers to realize the “Get In, Get Out, Stay Out” concept. Design engineers are no longer limited to the use of multiple spans for clear span ranges up to 48 -ft. These larger sectio ns also can accommodate significant structural dead loads and large live loads such as the 1,600,000 -pound aircraft Anatov AN225 loading. Today’s presentation will feature several innovative projects designed using the CON/SPAN a Bridge System that were completed in the last two years: a quadruple cell traffic and service tunnel under the runway of Houston Airport, a 4900 -ft long extension of the Metrolink rapid transit system in St. Louis, Missouri; a nine cell, cost saving and aesthetic 446 -ft stream crossing in Loudoun County, Virginia; and an 1100-ft stream enclosure Army Corps of Engineers project in Cincinnati, Ohio.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge engineering
KW  - Bridge spans
KW  - Cantilever walls
KW  - Cantilevers
KW  - Cast in place concrete
KW  - Culverts
KW  - Environmental engineering
KW  - Precast concrete
KW  - Storm water management
KW  - Three-sided culverts
UR  - https://trid.trb.org/view/792704
ER  - 

TY  - CONF
AN  - 01036214
AU  - National Concrete Bridge Council
TI  - Building a New Generation of Bridges
PY  - 2004
AB  - This year’s conference is co-sponsored by the Federal Highway Administration, the National Concrete Bridge Conference, and the American Concrete Institute. The Concrete Bridge Conference (CBC) has quickly become the premier national venue for the exchange of ideas and information on all aspects of concrete bridge design and construction.  This conference is comprised of 19 sessions covering the following topics:  Session 1—Plenary Session; Session 2—Design and Analysis, Part I; Session 3—Corrosion Resistant Reinforcement; Session 4—Cast-In-Place Post-Tensioned Bridges; Session 5—Rapid Bridge Construction, Part I; Session 6—Innovative Technologies; Session 7—Case Studies on Girder Bridges; Session 8—Bridge Aesthetics; Session 9—Bridge Decks; Session 10—Concrete QA/QC & Mix Design; Session 11—Segmental Concrete Bridges; Session 12—Research and Development; Session 13—Performance Specifications; Session 14—Rapid Bridge Construction, Part II; Session 15—Bridge Rehabilitation, Retrofit, Repair and Replacement; Session 16—Design and analysis, Part II; Session 17—Research and Development and Structural Testing; Session 18—Service Life and Life-Cycle Cost of Concrete Bridges; and Session 19—Poster Exhibit Hall.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Aesthetics
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge replacement
KW  - Concrete bridges
KW  - Concrete construction
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Development
KW  - Girder bridges
KW  - Innovative Bridge Research and Construction Program
KW  - Life cycle costing
KW  - Mix design
KW  - Performance evaluations
KW  - Performance specifications
KW  - Quality assurance
KW  - Quality control
KW  - Rehabilitation
KW  - Research
KW  - Retrofitting
KW  - Segmental concrete bridges
KW  - Service life
KW  - Structural design
KW  - Structural deterioration and defects
KW  - Structural tests
UR  - https://trid.trb.org/view/792527
ER  - 

TY  - CONF
AN  - 01036212
AU  - Bontius, Ken
AU  - National Concrete Bridge Council
TI  - Large-Scale Application of HPC for Complex Bridge Network at Toronto’s Pearson International Airport
PY  - 2004
SP  - 19p
AB  - A vital component of the $4.4 billion Terminal Development Project at Toronto’s Pearson International Airport is the implementation of a completely new, elevated access roadway network. The on -site bridge program was implemented entirely with cast -in-place post -tensioned concrete structures utilizing over 50,000 cubic yards of high performance concrete (HPC). A vast majority of the bridges are multi -level with complex or extreme geometry, including sharp curves, significantly skewed supports and varying deck widths and super -elevation. Spans range from 75 to 150 feet, with superstructures up to 55 feet above roadway grade and 5.25 feet in depth. This paper highlights the successful large scale use of high performance concrete on a project involving unique and non -standard design features, specialized details and complex construction methodology. HPC was the best material to address both the engineering and architectural design criteria on this award -winning project.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Architectural concrete
KW  - Bridge superstructures
KW  - Bridges
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete
KW  - Double deck bridges
KW  - High performance concrete
KW  - Methodology
KW  - Superelevation
KW  - Superstructures
KW  - Toronto Pearson International Airport
UR  - https://trid.trb.org/view/792611
ER  - 

TY  - CONF
AN  - 01036208
AU  - Fish, Robert C
AU  - National Concrete Bridge Council
TI  - Lake Natoma Crossing: Overcoming Construction Cost Constraints , a High Seismic Performance Requirement, and High Aesthetics Demand
PY  - 2004
SP  - 1p
AB  - This paper describes the 690-meter-long structure that crosses Lake Natoma consists of two structural lightweight concrete box frames on seismic isolation bearings. The lake crossing (frame one) is three 100-meter spans with 55-meter back spans of dual single cell, prestressed concrete, haunched box girders, with a continuous 33.6-meter wide deck. The substructure is large diameter drilled shafts. Precast, post-tensioned lightweight concrete decorative arches are below each cell of the main spans. Arch thrusts are supported by four inclined shafts. Seismic resistance combined with a very efficient box girder design and lightweight concrete, using seismic isolation bearings provided the additional seismic protection the City is required for this lifeline structure. A two-level seismic performance criteria as described in the Applied Technology Council (ATC) 32,&#8221;Improved Seismic Design Criteria for California Bridges: Provisional Recommendations&#8221; was applied. The design allows the bridge to respond almost elastically during a major earthquake with only minor concrete cracks and damage to joint seals and railing that is easily repaired. The geography of the project area requires the bridge be scour resistant up to 14 meters. Seismic design had to incorporate a solution that worked for both scour and non-scour scenarios. Using deep shafts and including casings as a permanent composite part of the shaft accomplished this goal. Using architectural elements mitigated the impact of putting a new structure in a scenic valley amidst a populated area. The solution was to add &#8220; fake &#8221; arches. The six arches are fully prestressed large concrete box cells 3m wide and varies in depth from 1½m to 3/4m. Each arch has four partially prestressed tendons, one in each corner. Under service load, the arches will remain uncracked. During a large event such as an earthquake or 500 year level flood, the arches behave more as a conventional heavily reinforced box where minor cracking would be expected.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Box girder bridges
KW  - Box girders
KW  - Cracking
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Fracture mechanics
KW  - Long span bridges
KW  - Posttensioning
KW  - Seismic prospecting
KW  - Seismicity
KW  - Structural concrete
KW  - Technological innovations
KW  - Technology
UR  - https://trid.trb.org/view/792743
ER  - 

TY  - CONF
AN  - 01036207
AU  - Watson, Ronald J
AU  - National Concrete Bridge Council
TI  - Highload Multirotational Bearings for Concrete Bridges
PY  - 2004
SP  - 12p
AB  - Many short and simple span concrete bridges can accommodate thermal movements and live load rotations through the use of steel reinforced elastomeric bearings. However, as the spans increase along with the complexity of today’s state of the art structures, a more versatile bearing device is needed. High load multirotational bearings (HLMRB) offer a more compact design with the added benefit of a low profile for large displacements through the use of a stainless steel/teflon sliding surface. Contemporary HLMRB incorporate a polyurethane load and rotational element which features excellent weathering properties and outstanding impact and abrasion resistance. With over 30 years of successful history on concrete structures all over the world, HLMRB can provide solutions to numerous structural problems such as curved girders, seismic resistance, uplift restraint and low load rotation.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Abrasion resistance
KW  - Bearings
KW  - Bridge bearings
KW  - Bridge design
KW  - Concrete bridges
KW  - Earthquake resistant design
KW  - Elastomeric bearings
KW  - High load multirotational bearings
KW  - Polytetrafluoroethylene
KW  - Polyurethane resins
KW  - Sliding surfaces
KW  - Stainless steel
KW  - Weathering
UR  - https://trid.trb.org/view/792602
ER  - 

TY  - CONF
AN  - 01036206
AU  - Rohena, Jesus M
AU  - National Concrete Bridge Council
TI  - New Grout System for Cable Stayed Bridges
PY  - 2004
SP  - 10p
AB  - This paper presents a non-grouted cable system for the construction of Cable Stayed bridges. The system has been used in Europe and it is now beginning to be used in the United Sates. The new system is easier to construct and allows the owner better access to the steel strands inside the stays. Therefore the inspection and condition assessment of the cables will be easier and faster. This system eliminates all concerns about grout cracks, and water bleed during construction. This paper will describe one of the latest Cable Stayed bridges in the United States where this new system is being used.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge inspection
KW  - Cable stayed bridges
KW  - Condition surveys
KW  - Cracking
KW  - Europe
KW  - Grout
KW  - Steel structures
KW  - Structural steel
KW  - United States
UR  - https://trid.trb.org/view/792951
ER  - 

TY  - CONF
AN  - 01036205
AU  - Detwiler, Rachel J
AU  - National Concrete Bridge Council
TI  - Guide Specification for High Performance Concrete for Bridge Elements
PY  - 2004
SP  - 8p
AB  - This paper describes how the use of high performance concrete (HPC) is being encouraged by the Federal Highway Administration (FHWA) as a means of obtaining improved performance of the nation’s infrastructure at a reduced life cycle cost. The FHWA has proposed a definition of high performance concrete using various performance criteria from which the specifier may select the appropriate one(s) for the application. The Portland Cement Association has recently released a Guide Specification for High Performance Concrete for Bridge Elements to facilitate the use of high performance concrete in bridges. The Guide Specification provides guidance in the selection of characteristics to be specified and the pass/fail criteria for them. Performance criteria are used where possible. This paper summarizes the main features of the Guide Specification and illustrates its use for bridge decks, girders, and piers.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Abrasion resistance
KW  - Alkali silica reactions
KW  - Bridge members
KW  - Bridges
KW  - Chloride penetration
KW  - Compressive strength
KW  - Creep
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Infrastructure
KW  - Shrinkage
KW  - Sulfate resisting cement
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/792948
ER  - 

TY  - CONF
AN  - 01036203
AU  - Ruiz, J Mauricio
AU  - Rasmussen, Robert Otto
AU  - Ferragut, Theodore R
AU  - Faridazar, Fred
AU  - National Concrete Bridge Council
TI  - From Pavements to Bridges: Understanding Early-Age Concrete Behavior
PY  - 2004
SP  - 20p
AB  - Under adverse environmental conditions, concrete structures may be affected by large temperature differentials and moisture loss that can result in premature cracking or delamination. In turn, this behavior can increase vulnerability to the deterioration processes and additional structural failure. HIPERPAV (High PERformance concrete PAVing) is a software product developed for the Federal Highway Administration to serve as a tool in the proper selection and control of the numerous factors affecting concrete pavement behavior at early ages. With HIPERPAV, an accurate assessment can be made of the development of stresses and strength in the concrete during this critical curing period to ensure good long -term performance. HIPERPAV directly considers the effects such as temperature development in a concrete mass, creep and relaxation effects, drying, thermal, and autogenous shrinkage. Although the structural restraint conditions currently used in HIPERPAV are calibrated for jointed and continuously reinforced concrete pavements as well as bonded concrete overlays, the majority of the fundamentals are directly applicable to any concrete structure. This paper serves to further introduce and illustrate these issues – from a practical but theoretically sound approach. Lessons learned from products such as HIPERPAV can prove valuable in improving best practices of virtually all concreting: from pavements to bridges.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Behavior
KW  - Best practices
KW  - Bridge decks
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete curing
KW  - Concrete overlays
KW  - Concrete structures
KW  - Cracking
KW  - Early age concrete
KW  - Early age cracking
KW  - High performance concrete
KW  - Pavements
KW  - Structural failures
KW  - Thermal stresses
UR  - https://trid.trb.org/view/792746
ER  - 

TY  - CONF
AN  - 01036202
AU  - Clausen, Kenneth A
AU  - National Concrete Bridge Council
TI  - Striving for Durable Bridge Decks with Life-365 and the Control of Cracking
PY  - 2004
SP  - 17p
AB  - This paper describes how a service life model called Life-365 was used to compare a range of alternatives for achieving a theoretical 100-year service life prior to first repair based on chloride-induced corrosion. Percentages of silica fume, fly ash, and slag and w/cm were varied using epoxy-coated reinforcement. Corrosion inhibitors and corrosion resistant steels such as MMFX, stainless clad, and solid stainless were also considered with various concrete mixes. Because Life-365 does not account for initial cracking of bridge decks or the rapid corrosion and deterioration that can result, minimizing initial cracking was considered as an equally important requirement for durability. Brief summaries of the causes of initial cracking and recommended practices to minimize it are presented. Life-365 can be used in concert with measures to avoid initial cracking and to seek the best solution in both respects.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion resistant alloys
KW  - Cracking
KW  - Durability
KW  - Fly ash
KW  - High performance concrete
KW  - Reinforcement (Engineering)
KW  - Service life
KW  - Silica fume
KW  - Stainless steel
KW  - Water cement ratio
UR  - https://trid.trb.org/view/792979
ER  - 

TY  - CONF
AN  - 01036201
AU  - Kuchma, Daniel A
AU  - Kim, Kang Su
AU  - Kim, Sang Ho
AU  - Sun, Shaoyun
AU  - Akamat, Anuja
AU  - Hawkins, Neil M
AU  - National Concrete Bridge Council
TI  - Simplified Shear Design of Structural Concrete Members
PY  - 2004
SP  - 14p
AB  - A new method of shear design was introduced into the US community with the AASHTO LRFD Bridge Design Specifications. This method, which is based on the Modified Compression Field Theory, provides a unified approach for the shear design of both prestressed and non-prestressed members, overcomes a number of safety concerns, and enables members to be designed for higher shear stress levels. Unfortunately, the design methodology is unfamiliar to bridge engineers and is perceived by many as being more complex than the AASHTO Standard Specifications. To address this concern, the National Cooperative Highway Research Program has funded project 12-61 “Simplified Shear Design of Structural Concrete Members”. The objective of this project is to supplement the LRFD methods for shear design with procedures that provide a direct solution for transverse and longitudinal reinforcement of concrete structures of common proportions. The research approach taken by the authors, who are the contractors on this project, is to establish the LRFD simplified shear provisions after a rigorous assessment of the merits and limitations of existing and potential shear design methodologies. This paper presents a summary of the work completed to date in this project.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Cast in place concrete
KW  - Girders
KW  - Load and resistance factor design
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Shear design
KW  - Shear reinforcement
UR  - https://trid.trb.org/view/792840
ER  - 

TY  - CONF
AN  - 01036200
AU  - Seguirant, Stephen J
AU  - Brice, Richard
AU  - Khaleghi, Bijan
AU  - National Concrete Bridge Council
TI  - Time-Dependent Prestress Losses in Post-Tensioned Spliced Girders Made of High Performance Concrete
PY  - 2004
SP  - 19p
AB  - The use of post-tensioned spliced-girders in bridge structures allows engineers to design bridges with longer span lengths. Long span precast girder bridges are an ideal design solution for crossing of waterways, major highways, or other obstacles where it is desirable to eliminate intermediate piers. Post-tensioned spliced-girders further the economies of long span pre-cast girders by allowing girders to be cast, shipped, and erected in smaller segments. The Washington State Department of Transportation (WSDOT) is one of several states involved in the design, fabrication and construction of spliced-girders using high performance concrete (HPC).  The importance of accurately predicting time-dependent material properties and prestress losses becomes greater as span lengths increase. Limited experience on the use of spliced-girders and properties of HPC makes the prediction of prestress losses due to time-dependent effects difficult. Several methods are available in the literature for predicting the time-dependent prestress losses of spliced-girders. The WSDOT BDM1 method for estimating time-dependent prestress losses is simple and suitable for simple span post-tensioned spliced-girders.  This paper focuses on estimating time-dependent prestress losses in post-tensioned spliced-girders using the AASHTO LRFD2, the NCHRP Project 4963, and the WSDOT BDM methods. A numerical analysis is provided and results obtained from the different methods are discussed.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Concrete
KW  - Concrete bridges
KW  - High performance concrete
KW  - Posttensioning
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Spliced girders
KW  - Time dependence
KW  - Washington State Department of Transportation
UR  - https://trid.trb.org/view/792529
ER  - 

TY  - CONF
AN  - 01036198
AU  - Tepke, David G
AU  - Kurgan, Geoffrey J
AU  - Schokker, Andrea J
AU  - Tikalsky, Paul J
AU  - Scheetz, Barry E
AU  - National Concrete Bridge Council
TI  - Properties of Alkaline Earth Silicate Admixture for Concrete Bridge Decks
PY  - 2004
SP  - 4p
AB  - This paper describes how a proprietary alkaline earth silicate, which was marketed as a permeability-reducing and corrosion inhibiting admixture, was subjected to a series of strength and durability tests to assess the applicability for use in high-performance concrete bridge decks. Concrete specimens were fabricated and subjected to testing to address compressive strength (ASTM C 39), modulus of elasticity (ASTM C 469), split tensile strength (ASTM C 496), shrinkage (ASTM C 157), chloride ion penetration (Rapid migration test), permeability (pressure permeability apparatus), porosity (ASTM C 642 & mercury intrusion), and electrical resistance (resistivity of slabs and cylindrical specimens). Results are compared for control mixtures, mixtures containing the alkaline earth silicate admixture, and those containing the admixture with fly ash or ground granulated blast furnace slag. Typical field results and laboratory tests indicate that when compared to a control, concrete containing the admixture improves the performance of concrete in several key durability aspects with little to no effect in terms of mechanical properties. Specifically, laboratory tests show but marked improvement in terms of the diffusion characteristics, as measured by AASHTO T 259.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Alkaline hydrolysis
KW  - Bridge decks
KW  - Chloride content
KW  - Chloride penetration
KW  - Compressive strength
KW  - Concrete bridges
KW  - Cores (Specimens)
KW  - Durability
KW  - High performance concrete
KW  - Silicates
UR  - https://trid.trb.org/view/792981
ER  - 

TY  - CONF
AN  - 01036196
AU  - Sprinkel, Michael M
AU  - National Concrete Bridge Council
TI  - Performance Specification for High Performance Concrete Overlays on Bridges
PY  - 2004
SP  - 14p
AB  - This paper describes how hydraulic cement concrete overlays are usually placed on bridges in order to reduce the infiltration of water and chloride ions and also to improve skid resistance, ride quality, and surface appearance. Constructed with prescription specifications, some overlays have performed well for more than 30 years while others have cracked and delaminated before the overlay was opened to traffic. Use of performance specifications should increase the probability that concrete overlays will be constructed with high bond strengths and minimal cracks and that will perform well for many years. The paper describes the Virginia Department of Transportation’s first experience with the use of a performance specification for the construction and acceptance of a high performance concrete overlay. Acceptance and payment was based on measurements for air content, compressive strength, permeability to chloride ion and bond strength.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
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  - Performance based specifications
KW  - Permeability
KW  - Quality assurance
KW  - Quality control
KW  - Rehabilitation
UR  - https://trid.trb.org/view/792938
ER  - 

TY  - CONF
AN  - 01036190
AU  - Graybeal, Benjamin A
AU  - Hartmann, J L
AU  - National Concrete Bridge Council
TI  - Ultra-High Performance Concrete for Prestressed Concrete Bridge Girders
PY  - 2004
SP  - 8p
AB  - This paper describes how Ultra-High Performance Concrete (UHPC) exhibits impressive compressive strength, tensile strength, and dimensional stability. The design of prestressed concrete bridge girders can take advantage of these properties in order to create bridges with longer spans, lower profiles, and/or fewer intermediate supports. Girder optimization to better utilize the properties of UHPC has been completed and construction of a bridge from this optimized shape is underway. This research has focused on determining the relevant material properties for effectively using HPC in highway bridges. Compressive strengths of up to 28 ksi, elastic moduli values of up to 7600 ksi, and tensile cracking strengths of up to 1.5 ksi have been observed. Dimensional stability testing has indicated that, after thermal steam treatment, UHPC exhibits almost no shrinkage and very little creep with a creep coefficient of less than 0.20. However, significant early age shrinkage can occur and must be accounted for.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge girders
KW  - Compressive strength
KW  - Concrete bridges
KW  - Cracking
KW  - Creep
KW  - Elasticity (Mechanics)
KW  - High performance concrete
KW  - Modulus
KW  - Prestressed concrete bridges
KW  - Stability (Mechanics)
KW  - Tensile strength
KW  - Ultra high performance concrete
KW  - Ultra high strength concrete
UR  - https://trid.trb.org/view/792709
ER  - 

TY  - CONF
AN  - 01036189
AU  - Tanase, Lee
AU  - Hansen, Dave
AU  - Lea, Jon
AU  - National Concrete Bridge Council
TI  - Precast Bridge Model-Based Automation
PY  - 2004
SP  - 8p
AB  - Automation models have become a common information technology artifact. They define the vocabulary and semantic structure of the engineering and design products within a particular industry domain, allowing this information to be exchanged, communicated and generated electronically. However, most computer applications in the structural engineering field have been hindered by a common weakness since their adoption back in the 1960’s: they lack the ability to readily share information with each other. Too often, the engineer finds himself entering geometric information to define a roadway, then later has to re -enter the same information in a separate product in order to analyze a bridge located on that same roadway. Or he finds himself typing spring coefficient values into a column design application were themselves printed in the output of a footing analysis program. The common approach traditionally used by developers is one where each application is implemented as a standalone product —a new island in an archipelago of products that comprise the structural engineering software field. What is needed is a way to link these islands together. This paper reviews why there has been so little successful movement in this direction and examines several possible models designed to integrate applications in the bridge industry. An actual example of one of the software integration models will be made during the presentation.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Automation
KW  - Bridge design
KW  - Columns
KW  - Concrete
KW  - Precast concrete
KW  - Software
KW  - Software packages
KW  - Structural analysis
KW  - Structural design
KW  - Structural engineering
KW  - Structural models
KW  - XML (Document markup language)
UR  - https://trid.trb.org/view/792605
ER  - 

TY  - CONF
AN  - 01036187
AU  - Oesterle, Ralph G
AU  - Mehrabi, Armin B
AU  - Tabatabai, Habib
AU  - Scanlon, Andrew
AU  - Ligozio, Chris A
AU  - National Concrete Bridge Council
TI  - Evaluation of Continuity in Prestressed Concrete Jointless Bridges
PY  - 2004
SP  - 20p
AB  - This paper presents the results of an experimental and analytical research program that was funded by the Federal Highway Administration in order to provide a better understanding of the behavior of jointless and integral abutment bridges and also to develop a rational basis for the analysis and design of such bridges. Jointless bridges, which have been constructed by several states, promote reduced maintenance costs, improved riding quality, lower impact loads, reduced snowplow damage to decks and approaches, and improved seismic resistance. In spite of many of these recognized benefits, the behavior of such structures is not yet fully understood, and nationally adopted criteria for their design are still lacking. The experimental work presented includes testing and monitoring of bridge models and a bridge structure under construction, tests of bridge components; and a field survey of fifteen jointless bridges. Experimental results have resolved many questions regarding environmental effects, and long-term and time-dependent loading in combination with live and dead load effects. Results indicated that the live load continuity of the bridge can be reduced significantly with long-term and time dependent loading effects. In the analytical phase, the response of a jointless bridge was evaluated with respect to various design parameters. The research indicated that analysis procedures can be used to adequately quantify the structural response if accurate material and environmental parameters are known. However, in lieu of complex analyses, simplified design procedures are recommended.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Abutments
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge design
KW  - Continuity
KW  - Impact loads
KW  - Jointless bridges
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Ride quality
UR  - https://trid.trb.org/view/792971
ER  - 

TY  - CONF
AN  - 01036186
AU  - Tikalsky, Paul J
AU  - Tepke, David G
AU  - Kurgan, Geoffrey
AU  - Schokker, Andrea J
AU  - National Concrete Bridge Council
TI  - High-Performance Concrete Bridge Deck Initiative –Performance Based Specifications in Pennsylvania
PY  - 2004
SP  - 10p
AB  - This paper describes how the planned new construction of the Interstate 99 corridor through central Pennsylvania has created a test bed for implementing high-performance concrete (HPC) practices in Pennsylvania and the Northeast. Ongoing research has been underway in order to demonstrate the use of performance-based specification and proper construction practices in reducing the life-cycle cost of bridges. This paper reports the goals and progress of the research. To date, laboratory testing has been completed to assess the mechanical and durability characteristics for a suite of potential HPC mixtures that will be used to construct 10 new bridges decks. The instrumentation plan and the results of the detailed permeability, porosity and resistivity testing of the 10 mixture designs are presented for the laboratory testing. The durability-enhanced mixtures represent multiple options for bridge decks.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Concrete
KW  - Durability
KW  - High performance concrete
KW  - Life cycle costing
KW  - Mix design
KW  - Northeast Corridor
KW  - Penetration resistance
KW  - Pennsylvania
KW  - Permeability
KW  - Porosity
UR  - https://trid.trb.org/view/792942
ER  - 

TY  - CONF
AN  - 01036185
AU  - Zokaie, Toorak
AU  - Harrington, Craig
AU  - Tanase, Lee
AU  - National Concrete Bridge Council
TI  - High Strength Concrete and LRFD Live Load Distribution Factors
PY  - 2004
SP  - 13p
AB  - This paper describes how the AASHTO Standard (LFD) live load distribution factors were developed over 50 years ago, and the AASHTO LRFD live load distribution factors were developed more than a decade ago. Each set was calibrated to the typical bridge parameters of its time. Changes in bridge design technology and advances in materials have resulted in differences in some common properties. For example, current practices allow designs with span lengths of over 300 ft, compared to 100 ft in older bridges. Similarly, high strength concrete (8 to 12 ksi) is utilized more commonly than the typical 6 ksi used a decade ago. A number of I -girder bridges have been analyzed using more accurate (finite element) methods and the results are compared with code-specified live load distribution factors. Based on these results, recommendations are given for obtaining more accurate results for today’s common bridge parameters.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Standard Specifications (1994)
KW  - Bridge design
KW  - Bridge spans
KW  - Concrete bridges
KW  - Finite element method
KW  - High performance concrete
KW  - High strength concrete
KW  - Live loads
KW  - Load factor
KW  - Long span bridges
KW  - Standards
UR  - https://trid.trb.org/view/792983
ER  - 

TY  - CONF
AN  - 01036180
AU  - Hindi, Riyadh
AU  - Dicleli, Murat
AU  - National Concrete Bridge Council
TI  - Proposed Seismic Retrofitting Method for Bridges With Multicolumn Bents
PY  - 2004
SP  - 15p
AB  - Economical efficiency of an innovative seismic retrofitting technique for typical Illinois bridges with multi-column bents was studied in this paper. The proposed retrofitting technique is based on modifying the fixity conditions of the bearings for response modification purposes so as to eliminate the need for costly retrofitting of substructures. For this purpose, a typical seismically vulnerable bridge, representative of those with multi-column bents in the state of Illinois, was selected. Detailed seismic analyses of the bridge were conducted using synthetic ground motions representative of the seismicity of the bridge site. It was found that the bearings, wing-walls and pier foundations of the bridge needed to be retrofitted. A conventional retrofitting strategy was developed for the bridge and the cost of retrofit was estimated. Next, the abutment bearings were fixed longitudinally to reduce the seismic forces transferred to vulnerable pier foundations. It was observed that the proposed retrofitting technique effectively mitigated the seismic forces transferred to the pier foundations and eliminated the need for their costly retrofitting. Thus, the proposed seismic retrofitting method may be used effectively for economical seismic retrofitting of such bridges in the state of Illinois or in regions of low to moderate risk of seismic activity.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge foundations
KW  - Bridge piers
KW  - Bridge substructures
KW  - Bridges
KW  - Earthquake resistant design
KW  - Foundations
KW  - Illinois
KW  - Nonlinear behavior
KW  - Piers (Supports)
KW  - Retrofitting
KW  - Seismic response
KW  - Seismicity
KW  - Substructures
UR  - https://trid.trb.org/view/792970
ER  - 

TY  - CONF
AN  - 01036179
AU  - Smith, Andrew W
AU  - National Concrete Bridge Council
TI  - Innovative Curved Cable-Stayed Bridge to Provide Pedestrian/Bicycle Trail Connections
PY  - 2004
SP  - 8p
AB  - The Omaha – Council Bluffs metropolitan area has over 150 miles of trails and greenways. However, there is currently no way for pedestrians and bicyclists to cross the Missouri River separating the two cities. Rising from a riverside public plaza on the west bank, the bridge will feature a unique 516’ cable-stayed main span over the navigation channel with 52’ of vertical clearance. An S - shaped superstructure with 600’ radii horizontal curves provides users with a sense of meandering trails and excellent viewpoints. The cables support the bridge from the inside curved edge of the deck only, creating the impression of a floating walkway. In addition to pedestrian and bicycle traffic the 20’ wide deck will provide for maintenance and emergency vehicles. Project features will conform to the Americans with Disabilities Act provisions. The bridge w ill be highly visible in the area, and will incorporate shapes, aesthetic lighting, viewpoints and other striking features to make it a local icon. To help define the communities’ vision for this icon, two Design Solutions Workshops were held with over 10 0 participants. This paper discusses the planning and design of the new Missouri River Pedestrian Bridge between Omaha, Nebraska and Council Bluffs, Iowa.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bikeways
KW  - Bridge decks
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Connections (Transportation)
KW  - Footbridges
KW  - Innovation
KW  - Missouri River
KW  - Omaha (Nebraska)
KW  - Technological innovations
KW  - Walkways
UR  - https://trid.trb.org/view/792616
ER  - 

TY  - CONF
AN  - 01036169
AU  - Walden, Reginald L
AU  - National Concrete Bridge Council
TI  - Victory Bridge, New Jersey Construction Moving Rapidly to Solve Traffic Congestion
PY  - 2004
SP  - 8p
AB  - Route #35 over the Raritan River is a vital link between Perth Amboy and Sayreville in northern New Jersey. The existing Victory Bridge is a low –level concrete and steel swing bridge that was constructed in 1927. Functionally obsolete, the bridge is being replaced with a twin segmental box girder bridge 3970’ in length, designed by Figg Bridge Engineers, Inc. (FIGG) in a Joint Venture with Vollmer Associates who handled the associated roadway design. The original bridge was built as a tribute to the veterans of World War I. The new bridge will continue this theme with monuments and bronze plaques along the sidewalk. Notice to proceed was given to the contractor, George Harms Company, on February 3, 2003. Approximately one month later, the first box pier segments were being produced. Drilled shafts are being installed to support the Victory bridge footings in the Raritan River, which the bridge crosses. The shafts are steel cased 6’ and 8’ in diameter with 12’ to 24’ rock sockets (the largest constructed in the state of New Jersey to date). The bridge features 440’ precast main spans and back spans of 330’ on either side of the main channel. The new bridge will allow a 340’ wide main channel on the Raritan River and 110’ of vertical clearance to accommodate the heavy shipping volume on the river. Completion of the southbound structure in on schedule for June 2004 and drilling operations for the northbound structure will begin in October 2004, once the existing bridge is removed. The bridge will be the first precast segmental bridge built in the state of New Jersey.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Bridge construction
KW  - Bridge spans
KW  - Drilled shafts
KW  - New Jersey
KW  - Precast concrete
KW  - Segmental bridges
KW  - Segmental construction
KW  - Victory Bridge (New Jersey)
UR  - https://trid.trb.org/view/792618
ER  - 

TY  - CONF
AN  - 01036167
AU  - Savas, B Zeynep
AU  - Peterson, David B
AU  - McClure, Douglas E
AU  - National Concrete Bridge Council
TI  - Design of a Unique HPC Girder Bridge For SCDOT
PY  - 2004
SP  - 14p
AB  - This paper describes how high performance concrete (HPC) is being used for a South Carolina Department of Transportation (SCDOT) bridge replacement project on SC 72 over the Broad River. SCDOT chose HPC for this project in order to save over $1.3 million versus the steel alternative and $0.3 million versus the normal strength concrete alternative. The bridge in this paper is unique in that it is the first South Carolina Bridge with a 10,000 psi concrete strength, Load Resistance and Factor Design and Seismic Design are utilized. A bridge type study was performed comparing the cost of the bridges with different strengths of prestressed concrete girders and different grades of steel girders. It was calculated that prestressed concrete girder bridge alternative was 25% less costly than the steel girder bridge alternative. This paper discusses the bridge type study and the design aspects of this unique bridge.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Girder bridges
KW  - High performance concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - South Carolina
UR  - https://trid.trb.org/view/792728
ER  - 

TY  - CONF
AN  - 01036166
AU  - Shushkewich, Kenneth W
AU  - National Concrete Bridge Council
TI  - Design and Construction of Concrete Bridges to Accommodate Future Widening
PY  - 2004
SP  - 20p
AB  - The strutted box widening method (SBWM) allows a two-lane segmental bridge (or other prestressed concrete box girder bridge) to be designed and constructed so that it can easily be widened into a three- or four-lane bridge at any time in the future. This is an attractive solution since widening only needs to occur if and when traffic volumes warrant it. Widening is accomplished by installing exterior compression struts and pouring additional deck slab. Both longitudinal external prestressing tendons and transverse internal prestressing tendons are installed and stressed. An illustrative example is included.  The strutted girder widening method (SGWM) is a variation of the strutted box widening method (SBWM), which allows a precast concrete girder bridge to be designed and constructed so that it can easily be widened at any time in the future. An example problem demonstrates that the SGWM is an extremely attractive alternative to conventional widening of an existing bridge, since no additional foundation or substructure work needs to be done in order to widen the bridge to double the traffic capacity. Two particularly appealing potential applications of the SBWM are major long-span crossings and elevated median-based expressways. Two “what-if” studies are included to propose how a major long-span crossing in Hawaii and an elevated median-based expressway in Florida could have been designed and constructed to allow for future widening. These are excellent solutions to build reasonably economic and efficient bridges to handle current traffic volumes, while at the same time planning ahead to build cost effective and schedule effective bridge widenings to handle future traffic volumes.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Balanced-cantilever method
KW  - Box girder bridges
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge girders
KW  - Bridge spans
KW  - Concrete bridges
KW  - Post tensioned concrete bridge
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Segmental bridges
KW  - Structural design
KW  - Strutted box widening method
UR  - https://trid.trb.org/view/792835
ER  - 

TY  - CONF
AN  - 01036163
AU  - Tourney, Paul G
AU  - Marchand, Jacques
AU  - Maltais, Yannick
AU  - National Concrete Bridge Council
TI  - Service Life Prediction of High Performance Concrete Mixture
PY  - 2004
SP  - 21p
AB  - This paper describes how it is often difficult for design engineers and concrete specialist to assess the service life of High Performance Concrete (HPC) that is exposed to severe conditions (such as deicing salt and seawater exposures). This is especially true for concrete structures designed to last 75 to 100 years or even more. Over the last 10 years, numerous durability and service life prediction models have been developed. The most common models are based Fick’s Second Law of Diffusion. The problem with most of these models is their insensitivity to cement chemistry and transport mechanisms driven by advection (or commonly referred to wicking). These models are also limited to predicting transport of only one ionic species at a time. In reality, ionic transport is a coupled transport between numerous ionic species. Now, the previous problems can be addressed by more sophisticated models using the finite element method to predict multiple transport mechanisms simultaneously with the effects of the transport of ions on the solid phases of the concrete system. Such model will be used in this paper to predict the performance of HPC. This modeling technique will allow for the individual concrete paste fraction and pore solution chemistry, thus being sensitive to each concrete mixture ingredient and their respective composition.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Chemical composition
KW  - Chemical composition by material content
KW  - Concrete structures
KW  - Durability
KW  - Finite element method
KW  - High performance concrete
KW  - Pore
KW  - Service life
KW  - Thermal diffusion
UR  - https://trid.trb.org/view/792977
ER  - 

TY  - CONF
AN  - 01036162
AU  - Wolf, Lloyd M
AU  - Hyzak, Michael D
AU  - National Concrete Bridge Council
TI  - Design of Precast Bent Cap to Column Connections
PY  - 2004
SP  - 16p
AB  - This paper describes how the Texas Department of Transportation (TxDOT) is implementing innovative design and construction techniques for bridges in order to reduce traffic disruption and construction project duration while enhancing safety for the motoring public and constructability for the contractor. Precast Bent Caps are one of the many tools TxDOT engineers are using to accomplish this goal. TxDOT sponsored research with the University of Texas at Austin investigating behavior of connections between precast bent cap and column connections has produced design procedures for these connections. The design procedures developed through this research for engineering precast bent cap to column connections is presented and illustrated through design examples. Ongoing research investigating application of these design procedures is discuss d. Application of these procedures to TxDOT Bridge Construction projects are examined for lessons learned in the implementation of this technology.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bents
KW  - Bridge construction
KW  - Bridge design
KW  - Construction sites
KW  - Highway safety
KW  - Precast concrete
KW  - Texas Department of Transportation
KW  - University of Texas at Austin
KW  - Work zone safety
UR  - https://trid.trb.org/view/792955
ER  - 

TY  - CONF
AN  - 01036161
AU  - Au, Alexander
AU  - Lam, Clifford
AU  - Tharmabala, Bala
AU  - National Concrete Bridge Council
TI  - Prefabricated Bridge Technology in MTO
PY  - 2004
SP  - 22p
AB  - The Bridge Office of the Ministry of Transportation of Ontario recently initiated a research project to investigate the use of prefabricated bridge technology as an innovative approach to bridge construction and rehabilitation. Two potential prefabricated systems were investigated: (a) prefabricated composite slab-on-girder beam elements connected together with cast-in-place concrete closure strips, and (b) full -depth prefabricated concrete deck slab panels laid across new or existing girders and connected together with cast -in-place concrete closure segments. T he proposed systems are applicable to bridges that use steel or concrete girders and trusses as longitudinal load -carrying members. This paper presents the findings of a series of laboratory tests that were performed on scale models to study: (i) the over all structural behavior of the bridge systems under service loads, (ii) the long -term load effect on the longitudinal cold joints, and (iii) the ultimate punching load capacity of the concrete deck. The test specimens were subjected to over seven million load cycles, after which ultimate strength tests were carried out on the deck slabs. Overall, the tests results demonstrated excellent performance and integrity of the prefabricated bridge systems.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge design
KW  - Bridges
KW  - Canada
KW  - Cast in place concrete
KW  - Cyclic tests
KW  - Joints
KW  - Prefabricated bridges
KW  - Repeated loads
KW  - Structural analysis
KW  - Structural design
KW  - Technological innovations
UR  - https://trid.trb.org/view/792617
ER  - 

TY  - CONF
AN  - 01036158
AU  - Hartt, William
AU  - Lysogorski, Diane K
AU  - Leroux, Virginie
AU  - National Concrete Bridge Council
TI  - Characterization of Corrosion Resistant Reinforcement by Accelerated Testing
PY  - 2004
SP  - 12p
AB  - During the past several years, increased emphasis has been placed upon corrosion resistant alloys such as stainless steels for construction of reinforced concrete bridges exposed to chlorides. However, because there is a general absence of long-term service data for such materials in this application, selection must be based upon results from accelerated testing. As a step towards developing the necessary correlations between short and long-term results, wet-dry exposures and cyclic potentiodynamic polarization (CPP) scans were performed on various corrosion resistant reinforcements. In the former case (wet-dry exposures), corrosion rate was calculated from both polarization resistance and weight loss measurements. For the latter (CPP scans), corrosion resistance was gauged in terms of the critical pitting potential. Results from preliminary experiments have been evaluated, and ultimately these will be compared with findings from ongoing long-term test yard exposure of concrete slabs fabricated with these same reinforcements.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Accelerated tests
KW  - Chlorides
KW  - Concrete bridges
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant steel
KW  - Cyclic tests
KW  - Polarization
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Stainless steel
KW  - Wet dry cycles
UR  - https://trid.trb.org/view/792607
ER  - 

TY  - CONF
AN  - 01036156
AU  - Zendegui, Stephen
AU  - Hartland, John
AU  - National Concrete Bridge Council
TI  - Design and Construction of the New St. George Island Bridge
PY  - 2004
SP  - 13p
AB  - This paper presents the unique challenges that were faced during the design and construction of the new St. George Island Bridge near Eastpoint, Florida. The five-span, 1180 feet long main channel unit consisting of precast, prestressed concrete haunched spliced girders is believed to be the longest spliced girder system in the United States. The replacement bridge is approximately 4.1 miles in length and will carry two lanes of traffic with 10’ wide shoulders, with an overall width of 47’-1”. The bridge crosses Apalachicola Bay with a span across the Intracoastal Waterway (ICCW). The structure can be broken into three distinct portions: low level approaches, high level approaches and main channel unit. The low level approaches include 136 spans with typical span lengths of 125’. The superstructure consists of a CIP concrete deck supported on four 78” deep bulb tees. There are twelve high-level approach spans on either side of the main channel unit. These 140 feet long spans use five 78” bulb tees. The 1180’ main channel unit features a span configuration of 207.5’-257.5’-250’-257.5’-207.5’. The low-level approaches are supported on pile bents using precast concrete caps. The high level approaches and channel unit substructures are cast-in-place concrete piers. Typically, the foundation utilizes 54” diameter cylinder pile. After the new bridge is opened to traffic, the spans of   the existing bridge over the ICCW will be subjected to testing by ramming the bridge with a loaded barge. This test program is being conducted to obtain realistic design loads and to gain insight into the behavior of bridges subjected when to ship impact loads.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Apalachicola Bay (Florida)
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge superstructures
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Impact loads
KW  - St. George Island (Florida)
UR  - https://trid.trb.org/view/792739
ER  - 

TY  - CONF
AN  - 01036154
AU  - Buvanendaran, Kumar
AU  - Manuel, Ruel
AU  - Reigle, Jennifer
AU  - National Concrete Bridge Council
TI  - Design of Race Track Road Bridge Replacement and White House Road Superstructure Replacement/Widening
PY  - 2004
SP  - 10p
AB  - The existing Race Track Road Bridge is a single span bridge that consists of steel beams with a concrete deck supported on cantilever abutments. This structure had been posted for load restrictions and as a result the entire structure was replaced. The proposed bridge consisted of 50-foot simple span side-by-side prestressed concrete box beams topped with 6.5-in High Performance Liquid Weight Concrete (HPLC) deck. The existing White House Road Bridge consisted of two 42.5-foot simple span prestressed concrete voided slabs. The superstructure is supported by reinforced concrete cantilever abutments and a single pile bent pier. Widening of the superstructure was necessary because two lanes of traffic had to be maintained during construction. The superstructure was replaced in kind with side -by-side prestressed concrete voided slabs topped with a 6.5-in HPLC deck. The designs of the two bridges are described in this paper.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Air voids
KW  - Box beams
KW  - Bridge decks
KW  - Bridge replacement
KW  - Bridge superstructures
KW  - Cantilevers
KW  - Concrete bridges
KW  - High performance liquid weight concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Reinforced concrete
KW  - White House Road Bridge
UR  - https://trid.trb.org/view/792967
ER  - 

TY  - CONF
AN  - 01036151
AU  - Gajda, John
AU  - VanGeem, Martha G
AU  - National Concrete Bridge Council
TI  - A Recent Trend in Bridge Construction: Mass Concrete
PY  - 2004
SP  - 13p
AB  - Recent trends in bridge construction include signature bridges with long service lives and minimal maintenance costs. To reduce construction costs, increase durability, and reduce maintenance costs, concrete sections are becoming larger and cement contents are being increased. Because these practices increase the temperature rise of the concrete and the potential for thermal cracking, additional emphasis is being placed on mass concrete. Mass concrete specifications often contain conflicting requirements, reference outdated or non-applicable practices, and generally increase the cost of construction. The primary considerations for mass concrete are the control of concrete temperatures and the prevention of thermal cracking. Understanding mass concrete is the key to designing, specifying, and constructing durable massive structures at minimal cost.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Adiabatic conditions
KW  - Bridge construction
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Construction costs
KW  - Durability
KW  - Maintenance costs
KW  - Mass concrete
KW  - Service life
KW  - Structural design
KW  - Thermal degradation
UR  - https://trid.trb.org/view/792815
ER  - 

TY  - CONF
AN  - 01036145
AU  - Ozyildirim, Celik
AU  - National Concrete Bridge Council
TI  - First Bridge Structure with Lightweight HPC Beams and Deck in Virginia
PY  - 2004
SP  - 18p
AB  - This paper describes how high performance concrete has high workability, high strength, and low permeability. It was developed to construct cost-effective structures with extended service lives and it is widely used in the construction industry. Now, lightweight high performance concrete (LWHPC) is being developed with a low density. This study examined the construction and the early performance of the first bridge constructed with LWHPC having a density of 120 lb/ft3 in the beams and deck. The design strength and permeability were 8,000 psi and 1,500 coulombs for the beams and 4,000 psi and 2,500 coulombs for the deck. The concretes were tested for slump, density, air content, compressive strength, flexural strength, permeability, elastic modulus, freeze-thaw durability, and shrinkage. The effectiveness of using fibers to control cracking over one of the two piers in the continuous deck was also investigated. The results indicate that LWHPC can be produced such that the material is workable, strong, volumetrically stable, and resistant to cycles of freezing and thawing, thus leading to long service lives with minimal maintenance. Fibers did provide residual strength expected to mitigate deck cracking. However, after 2 years of exposure there is limited cracking on deck, including two transverse cracks above each of the piers in the sections with and without fibers.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Air content
KW  - Bridge construction
KW  - Cost effectiveness
KW  - Density
KW  - Fibers
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - High strength
KW  - Lightweight concrete
KW  - Permeability
KW  - Service life
KW  - Shrinkage
KW  - Virginia
KW  - Volumetric analysis
UR  - https://trid.trb.org/view/792731
ER  - 

TY  - CONF
AN  - 01036144
AU  - DiGiulio, Roger
AU  - Pielstick, Brett
AU  - National Concrete Bridge Council
TI  - A Case Study: I-295/I-95/SR 9A Interchange Project, Jacksonville, Florida
PY  - 2004
SP  - 7p
AB  - This case study will address the design and construction of a segmental box girder bridge utilizing the balanced cantilever method of erection for the SR9A Interchange in Jacksonville, Florida. Parsons was the engineer of record and construction engineering and inspection for this conventional design-bid project. This case study will address why a segmental box girder was the best structure type for economic, maintenance cost and aesthetic reasons and will also address current construction practices.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Balanced-cantilever method
KW  - Box girder bridges
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - Cost control
KW  - Jacksonville (Florida)
KW  - Segmental bridges
KW  - Segmental construction
UR  - https://trid.trb.org/view/792821
ER  - 

TY  - CONF
AN  - 01036143
AU  - Girgis, Amgad M
AU  - Hennessey, Shane A
AU  - Drews, Dennis
AU  - Tadros, Maher K
AU  - National Concrete Bridge Council
TI  - Value Engineering of a Spliced Girder Bridge Produces Pretensioned Concrete Records
PY  - 2004
SP  - 8p
AB  - A single point interchange bridge construction contract in Omaha, Nebraska was awarded to Hawkins Construction Company in 2003. The bridge is expected to be completed in the summer of 2004. The single span bridge has a length of 63 m (206.7 ft) and an overall width of 35.4 m (116 ft.). It utilizes NU2000PT Nebraska1 post-tensioned standard I girders. The original design called for three girder segments per girder line, with two cast-in-place concrete splice joints. An investigation into the possibility of making the NU2000 girders in a single 63 m piece was underway at the time of writing this abstract. If successful, it will be a record piece length in Nebraska, and possibly in the U.S. The web of the precast pretensioned girder would only be 150 mm (5.9 in.) wide, which is the standard pretensioned beam web width in Nebraska. The North American record length is currently held by the 65 m NU2800 spliced girders used for the Bow River Bridge near Calgary, Alberta, Canada. However, those pieces were deeper, had less pretensioning, and were wider due to post-tensioning requirements. This paper describes the engineering and construction issues faced in the design, handling, shipping, and erection for these very long, slender and highly pretensioned girders.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge girders
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Omaha (Nebraska)
KW  - Post tensioned concrete bridge
KW  - Shipping costs
KW  - Stability (Mechanics)
UR  - https://trid.trb.org/view/792737
ER  - 

TY  - CONF
AN  - 01036139
AU  - Harrison, Alex
AU  - LeBlanc, N David
AU  - National Concrete Bridge Council
TI  - Design of a Full-Width, Full-Depth Precast Concrete Bridge Deck Slab
PY  - 2004
SP  - 19p
AB  - This paper describes how the existing West Sandusky Bridge over I-75, which is located in Findlay, Ohio, is scheduled for replacement with a new 170’ span hybrid steel plate girder bridge with a concrete deck. In order to minimize closure times on West Sandusky Street, and to reduce traffic delays on I-75 during construction, full-width, full-depth precast concrete deck panels will be used for the construction of the bridge deck. During preliminary design, a variety of alternate precast deck slab designs were considered, and a full-width, full-depth precast deck slab was selected as the preferred alternative. The precast deck panels are post-tensioned both longitudinally and transversely to minimize cracking and improve durability. The deck panels are constructed with shear stud pockets to allow for the installation of shear studs after erection and post-tensioning. During detail design, a finite element analysis of the bridge deck was carried out to determine the required level of prestressing in the deck. A time dependent analysis was subsequently carried out to determine the long term creep effects and post-tensioning losses, including the effects of restraint from the steel girders. A sensitivity analysis was carried out to determine the optimum curing time required prior to stressing the longitudinal post-tensioning tendons and grouting the shear pockets. The steel plate girders were designed for the additional long term creep effects due to the post-tensioning of the deck, which imposed additional axial loads and moments on the steel girders.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge decks
KW  - Concrete
KW  - Cracking
KW  - Deck panels
KW  - Durability
KW  - Findlay (Ohio)
KW  - Girder bridges
KW  - Overlays (Pavements)
KW  - Post tensioned concrete bridge
KW  - Precast concrete
KW  - West Sandusky Bridge
UR  - https://trid.trb.org/view/792954
ER  - 

TY  - CONF
AN  - 01036137
AU  - Balsamo, Frank P
AU  - Persing, Matt
AU  - Ryzhikov, Victor
AU  - National Concrete Bridge Council
TI  - Intermodal Transit System Guideway Orlando International Airport
PY  - 2004
SP  - 16p
AB  - An intermodal transit system guideway (ITS) is now under construction at the Orlando International Airport. When completed, the ITS will be approximately 8,000 feet in length connecting the existing North Landside Terminal Complex and a future South Terminal Complex. The ITS guideway is being designed and constructed under a design-build type contract by the American Bridge/Parsons Brinckerhoff team under a contract awarded by the Greater Orlando Aviation Authority. The superstructure for the ITS guideway consists mainly of post-tensioned cast-in-place trapezoidal concrete box girders. The typical superstructure was constructed in two span units, each having spans of 155 feet. The trapezoidal concrete boxes are seven (7) foot in depth with the exception at one location where a five (5) foot depth was required.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Automated guideway transit
KW  - Box girder bridges
KW  - Bridge spans
KW  - Bridge superstructures
KW  - Cast in place concrete
KW  - Design build
KW  - Guideways
KW  - Intermodal terminals
KW  - Orlando International Airport
KW  - Trapezoidal box beams
UR  - https://trid.trb.org/view/792610
ER  - 

TY  - CONF
AN  - 01036136
AU  - Hernández, S
AU  - Díaz, J M
AU  - Reinosa, J M
AU  - Fontán, A N
AU  - Romera, L E
AU  - National Concrete Bridge Council
TI  - MEFLAP -- An Interactive Computer Software for Finite Element Analysis of Voided Slab Bridge Decks
PY  - 2004
SP  - 8p
AB  - This paper presents the computer code MEFLAP which allows a complete structural modeling of concrete bridges that have voided slab deck, which is a common design for medium span length bridges. The structural model is made with shell and bar elements and the voided part of the cross section is modeled considering orthotropic material. MEFLAP has a user friendly graphical interface and once the input data is completed a link is provided to the commercial code COSMOS/M that carries out the structural analysis. Afterwards a graphical postprocessor allows the user an easy visualization of a wide range of structural responses including stress components, nodal displacements and internal forces. A real example of a three span bridge is included in this presentation with the aim to show the features of the MEFLAP code.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete bridges
KW  - Finite element method
KW  - Interactive computer systems
KW  - Medium span bridges
KW  - Orthotropic
KW  - Slabs
KW  - Software packages
KW  - Structural analysis
KW  - Void ratios
UR  - https://trid.trb.org/view/792980
ER  - 

TY  - CONF
AN  - 01036134
AU  - Vincent, Edward C
AU  - Weyers, Richard E
AU  - Waldron, Christopher J
AU  - Sprinkel, Michael M
AU  - Cousins, Thomas E
AU  - National Concrete Bridge Council
TI  - Creep and Shrinkage of a Lightweight Structural Concrete Mixture
PY  - 2004
SP  - 12p
AB  - Volume changes can significantly vary between different concrete mixtures. Prediction models estimate the amount of prestress losses that are a direct result of volume changes. The objective of this paper is to compare time dependent volume losses of a lightweight high strength concrete, LTHSC, in AASHTO girders with laboratory results. A future second article shall compare laboratory results and prediction models. Vibrating wire gages and thermal couples were embedded in the prestressed beams that allow time dependent deformations and temperatures to be recorded. The temperature data was used with a match cure system to replicate the maturity of the beams at the centroid of the prestressing force.  The laboratory results are compared with the field measurements .
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Bridge girders
KW  - Concrete curing
KW  - Creep
KW  - High strength concrete
KW  - Lightweight aggregates
KW  - Lightweight concrete
KW  - Prestress losses
KW  - Shrinkage
KW  - Volume changes
UR  - https://trid.trb.org/view/792818
ER  - 

TY  - CONF
AN  - 01036133
AU  - Benmokrane, Brahim
AU  - El-Salakawy, Ehab
AU  - El-Ragaby, Amr
AU  - Desgagne, G鲡rd
AU  - Lackey, Thomas
AU  - National Concrete Bridge Council
TI  - Design Construction and Monitoring of Innovative Concrete Bridge Decks Using FRP Composite Bars
PY  - 2004
SP  - 19p
AB  - This paper presents the construction details, testing, and monitoring results of four FRP reinforced concrete bridges recently constructed in North America. Three bridges, Joffre Bridge, Wotton Bridge, and Magog Bridge, are located in Quebec, Canada. While the fourth one, Morristown Bridge, is located in Vermont, USA. All four bridges are girder-type with main girders made of either steel or prestressed concrete. The main girders are simply supported over spans ranging from 26.2 to 43.0 m. The deck is a 200 to 230 mm thickness concrete slab continuous over spans of 2.30 to 3.7 m. Different types and reinforcement ratios of FRP reinforcing bars as well as conventional steel were used as reinforcement for the concrete deck slab. Furthermore, the four bridges are located on different highway categories, which means different traffic volume and environmental conditions (frequency of using de-icing salts). The bridges are well instrumented at critical locations for internal temperature and strain data collection using fiber optic sensors. These gauges are used to monitor the deck behavior from the time of construction to several years after completion of construction. Three of the bridges were tested for service performance using standard truckloads. The construction procedure, field tests and monitoring results, under real service conditions, showed very competitive performance to concrete bridges reinforced with steel.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Bridge girders
KW  - Concrete bridges
KW  - Concrete structures
KW  - Construction
KW  - Fiber optic sensors
KW  - Fiber optics
KW  - Fiber reinforced concrete
KW  - Field tests
KW  - North America
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
UR  - https://trid.trb.org/view/792609
ER  - 

TY  - CONF
AN  - 01036129
AU  - Yunovich, Mark
AU  - Thompson, Neil G
AU  - Virmani, Y Paul
AU  - National Concrete Bridge Council
TI  - Corrosion of Highway Bridges: Economic Impact and Life-Cycle Cost Analysis
PY  - 2004
SP  - 25p
AB  - This paper describes how the corrosion of metallic structures has a significant impact on the US economy. In a recent study, the total direct cost of corrosion was determined to be $276 billion  per year, of which the costs associated with the infrastructure represent 16.4%, a sizeable portion. The dollar impact of corrosion on highway bridges is considerable. The average annual direct cost of corrosion for highway bridges (including steel) was estimated to be $8.29 billion. This paper summarizes the costs of corrosion of reinforced-concrete bridges and discusses the control and prevention methodologies. The paper presents an example of a life-cycle cost analysis, which considers different construction/repair/rehabilitation options and maintenance scenarios. Based on the annual cash outflows, the analysis shows that indirect (user) costs can exceed the direct cost by a factor of 10 or more.
U1  - The 2004 Concrete Bridge ConferenceFederal Highway AdministrationNational Concrete Bridge CouncilAmerican Concrete Institute (ACI)Charlotte,NC,United States StartDate:20040517 EndDate:20040518 Sponsors:Federal Highway Administration, National Concrete Bridge Council, American Concrete Institute (ACI)
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant steel
KW  - Epoxy coatings
KW  - Highway bridges
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Stainless steel
UR  - https://trid.trb.org/view/792978
ER  - 

TY  - RPRT
AN  - 01033067
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Highway and Rail Transit Tunnel Maintenance and Rehabilitation Manual - 2004 Edition
PY  - 2004
SP  - 108p
AB  - This manual is an update to the version issued in May, 2003.  It provides specific information for the maintenance and rehabilitation of both highway and rail transit tunnels.  Although several components are similar in both types of tunnels, a few elements are specific to either highway or rail transit tunnels, and are defined accordingly.  The manual consists of four chapters and an appendix.  Chapter 1, Introduction, presents a brief history of the project development and outlines the scope and contents of the manual.  Chapter 2, Tunnel Construction and Systems, defines the major tunnel systems and describes how they relate to both highway and rail transit tunnels.  There are four sub-chapters on tunnel types, ventilation systems, lighting systems, and other systems/appurtenances.  Chapter 3, Preventive Maintenance, provides specific recommendations for performing preventive maintenance to the tunnel structure, mechanical systems, electrical elements, track systems, and miscellaneous appurtenances.  Chapter 4, Rehabilitation of Structural Elements, offers general procedural recommendations for making structural repairs to various types of tunnel liner materials.  A large section is devoted to covering repairs necessary to slow, stop, or adequately divert water infiltration.  Appendix A of this manual includes a general discussion of life-cycle-cost methodology.
KW  - Highways
KW  - Life cycle costing
KW  - Lighting systems
KW  - Maintenance
KW  - Manuals
KW  - Preventive maintenance
KW  - Rail transit
KW  - Recommendations
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Tunnel lining
KW  - Tunnels
KW  - Types of tunnels
KW  - Ventilation systems
UR  - http://www.fhwa.dot.gov/bridge/tunnel/maintman00.cfm
UR  - https://trid.trb.org/view/790022
ER  - 

TY  - RPRT
AN  - 01030787
AU  - Federal Highway Administration
TI  - Turner-Fairbank Highway Research Center Office of Research, Development, and Technology: Fiscal Year 2004 Performance Report
PY  - 2004
SP  - 116p
AB  - This is the Fiscal Year 2004 performance report for the Turner-Fairbank Highway Research Center Office of Research, Development, and Technology.  The contents are as follows:  (I) Who We Are and What We Do; (II) The Strategic Framework; (III) Our Business Results; (IV) RD&T Performance Management; Appendix A: R&D Research Project Status; Appendix B: RD&T Services; Appendix C: RD&T Customer Outreach Activities; Appendix D: Market-Ready Technologies; Appendix E: FHWA Research and Technology Partnerships; and Appendix F: Abbreviations.
KW  - Annual reports
KW  - Outreach
KW  - Partnerships
KW  - Research
KW  - Research and educational facilities
KW  - Research projects
KW  - Strategic planning
KW  - Technology
KW  - Turner-Fairbank Highway Research Center
UR  - https://trid.trb.org/view/787774
ER  - 

TY  - CONF
AN  - 01023843
AU  - Federal Highway Administration
TI  - ACTT Workshop, Minnesota: June 14-16, 2004, Minneapolis, Minnesota
PY  - 2004
SP  - 108p
AB  - Accelerated Construction Technology Transfer (ACTT) is a strategic process that uses innovative techniques and technologies to reduce construction time on major highway projects while enhancing safety and improving quality.  The process is implemented by conducting a 2-day workshop.  In June 2004, the Minnesota Department of Transportation (Mn/DOT) hosted a workshop that applied ACTT principles and practices to its Crosstown Reconstruction Project (I-35W and Trunk Highway 62 Interchange), which traverses the cities of Minneapolis and Richfield and which will expand capacity along 6 mi (9.6 km) of I-35W and 2 mi (3.2 km) of Highway 62 with an estimated construction cost of more than $200 million.  The ACTT Workshop had approximately 100 attendees from across the United States.  The purpose of the workshop was to draw on the participants' expertise to generate specific, practical recommendations for the ongoing development of the I-35W/TH-62 interchange project and to demonstrate how the ACTT process works in a real-life scenario so participants could apply ACTT in their own agencies.  The key element of the workshop was the brainstorming session, which brought national and local experts together to search for methods and measures that would help Mn/DOT achieve key project objectives, including minimizing construction time and traffic delays.  This report of the workshop is presented in four chapters covering (1) ACTT, (2) project details, (3) workshop meeting details, and (4) next steps.
U1  - ACTT Workshop, MinnesotaMinnesota Department of TransportationFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Minneapolis,Minnesota,United States StartDate:20040614 EndDate:20040616 Sponsors:Minnesota Department of Transportation, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO)
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Interchanges
KW  - Interstate highways
KW  - Metropolitan areas
KW  - Minneapolis (Minnesota)
KW  - Reconstruction
KW  - Richfield (Minnesota)
KW  - Technology transfer
KW  - Time savings
KW  - Traffic delays
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wsmn0400.cfm
UR  - https://trid.trb.org/view/781565
ER  - 

TY  - CONF
AN  - 01023842
AU  - Federal Highway Administration
TI  - ACTT Workshop, New Jersey: November 16-18, 2004, Cherry Hill, New Jersey
PY  - 2004
SP  - 67p
AB  - Accelerated Construction Technology Transfer (ACTT) is a strategic process that uses innovative techniques and technologies to reduce construction time on major highway projects while enhancing safety and improving quality.  The process is implemented by conducting a 2-day workshop.  In November 2004, the New Jersey Department of Transportation (NJDOT) hosted its second ACTT workshop, bringing together transportation professionals from around the Nation.  The primary objective of the workshop was to draw on the expertise of participants to help NJDOT achieve its primary goal of minimizing construction time for its I-295/I-76/SR-42 interchange project while minimizing use of secondary roads during construction and maintaining the existing number of lanes from 5:00 am to 11:00 pm.  The purpose of the $300 million project is to totally reconstruct the severely substandard interchange located southeast of Philadelphia.  This report of the workshop is presented in four chapters covering (1) ACTT, (2) project overview, (3) workshop recommendations, and (4) next steps.
U1  - ACTT Workshop, New JerseyFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)New Jersey Department of TransportationCherry Hill,New Jersey,United States StartDate:20041116 EndDate:20041118 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), New Jersey Department of Transportation
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Interchanges
KW  - New Jersey
KW  - Reconstruction
KW  - Technology transfer
KW  - Time savings
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wsnj0400.cfm
UR  - https://trid.trb.org/view/781569
ER  - 

TY  - CONF
AN  - 01023841
AU  - Federal Highway Administration
TI  - ACTT Workshop, Oklahoma: May 25-27, 2004, Oklahoma City, Oklahoma
PY  - 2004
SP  - 63p
AB  - The Accelerated Construction Technology Transfer (ACTT) is a strategic process that uses innovative techniques and technologies to reduce construction time on major highway projects while enhancing safety and improving quality.  The process is implemented by conducting a 2-day workshop.  In May 2004, the Oklahoma Department of Transportation (ODOT) hosted a workshop that applied ACTT principles to its $400 million Crosstown project, which will realign I-40 running along the southern edge of Downtown Oklahoma City and points further south.  The primary objective of the workshop was to draw on the expertise of participants to help ODOT achieve its primary goal of opening the mainline to traffic by September 2008.  This report of the workshop is presented in four chapters covering (1) ACTT goals and objectives, (2) project details, (3) workshop meeting details, and (4) next steps.
U1  - ACTT Workshop, OklahomaFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Oklahoma Department of TransportationOklahoma City,Oklahoma,United States StartDate:20040525 EndDate:20040527 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Oklahoma Department of Transportation
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Highway realignment
KW  - Interstate highways
KW  - Oklahoma City (Oklahoma)
KW  - Technology transfer
KW  - Time savings
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wsok0400.cfm
UR  - https://trid.trb.org/view/781577
ER  - 

TY  - CONF
AN  - 01023839
AU  - Federal Highway Administration
TI  - ACTT Workshop, Tennessee: April 6-8, 2004, Knoxville, Tennessee
PY  - 2004
SP  - 52p
AB  - Accelerated Construction Technology Transfer (ACTT) is a strategic process that uses innovative techniques and technologies to reduce construction time on major highway projects while enhancing safety and improving quality.  The process is implemented in a 2-day workshop.  In April 2004, the Tennessee Department of Transportation (TDOT) hosted an ACTT workshop that brought together 83 transportation professionals.  The main objective of the workshop was to draw on the expertise of the participants to help TDOT achieve its primary goal of minimizing construction time for its Interstate 40 (I-40) widening project through downtown Knoxville.  The project also involves reconstruction of several associated interchanges.  The primary project challenge is to minimize construction time while minimizing right-of-way requirements and adverse environmental and socioeconomic impacts to the community, which includes several historical districts adjacent to the highway.  This report of the workshop is presented in five chapters covering (1) ACTT, (2) project details, (3) workshop details, (4) skill set groups and recommendations, and (5) next steps.
U1  - ACTT Workshop, TennesseeFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Tennessee Department of TransportationKnoxville,Tennessee,United States StartDate:20040406 EndDate:20040408 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Tennessee Department of Transportation
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Environmental impacts
KW  - Highway widening
KW  - Historic preservation
KW  - Interchanges
KW  - Interstate highways
KW  - Knoxville (Tennessee)
KW  - Reconstruction
KW  - Right of way (Land)
KW  - Socioeconomic factors
KW  - Technology transfer
KW  - Time savings
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wstn0400.cfm
UR  - https://trid.trb.org/view/781598
ER  - 

TY  - RPRT
AN  - 01019107
AU  - Federal Highway Administration
TI  - Performance Specifications Strategic Roadmap: A Vision for the Future
PY  - 2004
SP  - 29p
AB  - This document presents both a rational discussion of performance specifications and a plan for their development as a viable contract option for highway construction. Performance specification is an umbrella term that incorporates performance-related specifications, performance-based specifications, and warranties.  In broad terms, a performance specification links the performance characteristics of the final product to those construction and materials items under the control of the contractor.  Performance characteristics may include end-result elements such as product strength, bearing capacity, stability, visibility, and cracking, as well as more functional requirements such as smoothness, friction, noise reduction, ship retention, splash, and spray.  When future performance of a product is projected using construction tests and measurements linked to design via modeling, the specifications are commonly known as performance-related or performance-based specifications.  When actual performance of the product is measured after a predetermined time in service, the specification structure is commonly known as a warranty.  When the final product is described in terms of component materials, dimensions, tolerances, weights, and required construction methodology--equipment type, size, speed, etc.--the specifications are commonly described as method or prescriptive specifications.  Currently, method specifications are the most prevalent in highway construction.  This road map fully examines the performance specification issue.  It identifies four strategic goals: 1. identify relationships that link design and construction with product performance; 2. develop and implement performance specifications; 3. conduct a communication and training effort; 4. provide organizational support for the Performance Specification Program.
KW  - Communication
KW  - Contractors
KW  - Contracts
KW  - Development
KW  - Future
KW  - Highway design
KW  - Implementation
KW  - Measurement
KW  - Method specifications
KW  - Modeling
KW  - Organizations
KW  - Performance
KW  - Performance based specifications
KW  - Performance characteristics
KW  - Performance specifications
KW  - Products
KW  - Quality control
KW  - Road construction
KW  - Strategic planning
KW  - Tests
KW  - Training
KW  - Warranty
UR  - http://www.fhwa.dot.gov/construction/pssr04.pdf
UR  - http://www.fhwa.dot.gov/construction/pssr04tc.cfm
UR  - https://trid.trb.org/view/775693
ER  - 

TY  - RPRT
AN  - 01001594
AU  - American Traffic Safety Services Association
AU  - Federal Highway Administration
TI  - Standard Highway Signs Complete Sign Manual
PY  - 2004
SP  - v.p.
AB  - This manual includes the "Standard Highway Signs for Use with the 2003 MUTCD, 2004 Edition" and "Manual on Uniform Traffic Control Devices for Streets and Highways, 2003 Edition, Parts 1 and 2."  It includes information for use by all traffic authorities, agencies, jurisdictions and persons involved with the fabrication, installation and maintenance of traffic signs on streets and highways in the United States.  The manual includes drawings showing exact dimensions and layout for all regulatory, warning, guide, recreational, cultural, emergency management, and school signs as well as conversion table, design guidelines spacing tables, and the standard alphabets.
KW  - Drawings
KW  - Emergency management
KW  - Guide signs
KW  - Lettering
KW  - Manual on Uniform Traffic Control Devices
KW  - Manuals
KW  - Regulatory signs
KW  - Schools
KW  - Spacing
KW  - Standards
KW  - Traffic signs
KW  - Warning signs
UR  - https://trid.trb.org/view/757325
ER  - 

TY  - RPRT
AN  - 01001619
AU  - San Jose State University
AU  - San Jose State University
AU  - California Department of Transportation
AU  - Federal Highway Administration
TI  - MINETA TRANSPORTATION INSTITUTE ANNUAL REPORT, 2003-2004
PY  - 2004
SP  - 64 p.
AB  - This document gives a detailed overview of the research and activities that took place at the Mineta Transportation Institute (MTI) in 2003- 2004. The annual report is arranged according to the four departments that comprise the MTI: Administration, Research, Education, and Technology/Information Transfer.
KW  - Annual reports
KW  - Education
KW  - Research
KW  - Technology transfer
KW  - Transportation planning
UR  - http://transweb.sjsu.edu/mtiportal/about/annual_reports/AR_2003_2004.pdf
UR  - https://trid.trb.org/view/757723
ER  - 

TY  - RPRT
AN  - 00988873
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - SCENARIO PLANNING: A FRAMEWORK FOR DEVELOPING A SHARED VISION FOR THE FUTURE
PY  - 2004
SP  - 21 p.
AB  - Scenario planning is a process in which transportation professionals and citizens work together to analyze and shape the long-term future of their communities.  Using a variety of tools and techniques, participants in scenario planning assess trends in key factors such as transportation, land use, demographics, health, economic development, environment, and more.  The participants bring the factors together in alternative future scenarios, each of these reflecting different trend assumptions and tradeoff preferences.  In the end, all members of the community -- the general public, business leaders, and elected officials -- reach agreement on a preferred scenario.  This scenario becomes the long-term policy framework for the community's evolution, and is used to guide decision-making.  On September 25, 2003, the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) brought transportation leaders and other specialists together for a one-day roundtable exchange on scenario planning.  This report discusses that roundtable exchange.
KW  - Alternatives analysis
KW  - Communities
KW  - Demographics
KW  - Economic development
KW  - Environmental protection
KW  - Forecasting
KW  - Future
KW  - Health
KW  - Land use
KW  - Planning
KW  - Policy
KW  - Trend (Statistics)
UR  - https://trid.trb.org/view/754912
ER  - 

TY  - CONF
AN  - 00988915
AU  - Institute of Transportation Engineers (ITE)
TI  - INTERSECTION SAFETY: ACHIEVING SOLUTIONS THROUGH PARTNERSHIPS
SN  - 0935403825
PY  - 2004
SP  - v.p.
AB  - This set of proceedings is from a conference on Intersection Safety: Achieving Solutions Through Partnerships, held in Irvine, California in March, 2004.  The technical conference and exhibits were a cooperative effort by the Institute of Transportation Engineers (ITE) and the Federal Highway Administration to address the timely topic of intersection safety.  The goal of the conference was to provide transportation professionals, organizations, citizens, and public officials with the information they need to implement safe intersections in all communities.  The proceedings include 28 publications, organized into three sections:  Planning and Design, Operations, and Safe Communities.  Specific topics include intersection safety audits; geometric design; designing and operating safer roundabouts; traffic control devices; technology for improved intersection operations; data collection and analysis; traffic signal operations; smart growth and intersection safety; traffic calming; partnerships and public involvement for improved safety; intersection operations and safety issues; low-cost safety improvements; and safety issues for at-grade railway crossings.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - At grade intersections
KW  - Conferences
KW  - Costs
KW  - Data collection
KW  - Geometric design
KW  - Intersections
KW  - Partnerships
KW  - Roundabouts
KW  - Smart growth
KW  - Traffic calming
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic signal control systems
UR  - https://trid.trb.org/view/755171
ER  - 

TY  - CONF
AN  - 00988916
AU  - O'Brien, A P
AU  - Institute of Transportation Engineers (ITE)
TI  - INTERSECTIONS AND ROAD SAFETY AUDIT - AN AUSTRALIAN AND NEW ZEALAND EXPERIENCE
SN  - 0935403825
PY  - 2004
SP  - 13p
AB  - This paper on intersections and road safety audits in Australia and New Zealand is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships. The author focuses on two issues: the types of intersection that are appropriate for maximizing safety outcomes and how those intersections should be designed.  The author also reviews common guidelines for intersection safety performance, emphasizing the importance of considering safety before the intersection is created.  One section discusses roundabout safety and operational issues.  The author concludes with seven examples from real audits that highlight the issues related to auditing intersections. Readers are cautioned that look at the effects of the road project on adjacent sections of road and the approaches to the intersections.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Auditing
KW  - Australia
KW  - Conferences
KW  - Highway design
KW  - Interchanges and intersections
KW  - Intersection elements
KW  - Intersections
KW  - New Zealand
KW  - Roundabouts
KW  - Traffic engineering
KW  - Traffic lanes
KW  - Traffic safety
UR  - https://trid.trb.org/view/755380
ER  - 

TY  - CONF
AN  - 00988918
AU  - Noyce, D A
AU  - Gates, T J
AU  - Barlow, J M
AU  - Institute of Transportation Engineers (ITE)
TI  - TOOLBOX ON INTERSECTION SAFETY AND DESIGN: DESIGNING FOR ALL USERS
SN  - 0935403825
PY  - 2004
SP  - 60p
AB  - This toolbox on designing for all users is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships.  The authors of this chapter to present design and safety information pertaining to the non-vehicle users of intersections, namely pedestrians, bicyclists, and other nontraditional users.  The chapter focuses on users with special needs and some of the newer travel modes. After a section of definitions and characteristics of all users, the chapter covers general intersection safety for all users, intersection design considerations, Federal accessibility requirements, public rights-of-way guidelines, pedestrian facilities (sidewalks and ramps, curb ramps, marked and unmarked crossings, median/refuge islands, curb extensions), innovative traffic control devices, transit access, bike lanes, bike trails and paths (shared use), accommodating nontraditional modes, regulatory signs, warning signs, guide signs, markings for all users, traffic calming, pedestrians at signalized intersections, traffic signal warrants, signal timing, signal displays, signal phasing, accessible pedestrian signals (APS), bicycle facilities at signalized intersections, unsignalized intersections, pedestrian crossing facilities (controlled and uncontrolled), school zones, flag crossings, bicycle lanes, trail and path crossings, and accommodating all users at unsignalized intersections.  Full-color photographs of many of the intersections and devices are included.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Accessibility
KW  - Bicycle crossings
KW  - Bicycle lanes
KW  - Conferences
KW  - Direction signs
KW  - Federal laws
KW  - Guide signs
KW  - Interchanges and intersections
KW  - Intersection elements
KW  - Intersections
KW  - Pedestrian actuated controllers
KW  - Pedestrian areas
KW  - Pedestrian safety
KW  - Pedestrian signs
KW  - Pedestrian traffic
KW  - Traffic calming
KW  - Traffic safety
KW  - Traffic signals
UR  - https://trid.trb.org/view/755382
ER  - 

TY  - CONF
AN  - 00988944
AU  - Wainwright, W S
AU  - Institute of Transportation Engineers (ITE)
TI  - TRAFFIC SIGNALS, THE MUTCD AND INTERSECTION SAFETY: DOING MORE THAN THE MINIMUM
SN  - 0935403825
PY  - 2004
SP  - 9p
AB  - This chapter on traffic control devices is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (held in March 2004, Irvine, California).  The author introduces the Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD), then describes some of the measures exceeding MUTCD standards that agencies should consider applying more liberally at their signalized intersections.  The author contends that MUTCD sets minimum standards that, far too often, agencies strive to meet but very rarely exceed, even though doing more than the minimum can significantly reduce intersection-related crashes.  Topics include street markings, traffic signal components (including size and placement considerations), and traffic signs, including lane signs and street name signs. Recent changes and additions to Part 4 of the MUTCD to further enhance intersection safety are also described, as are emerging new ideas and technology that may make signalized intersections operate even more safely in the future.  Full-color photographs provide illustration of some of the recommended techniques.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Guidelines
KW  - Intersection elements
KW  - Manual on Uniform Traffic Control Devices
KW  - Right of way (Traffic)
KW  - Road markings
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic signs
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/755407
ER  - 

TY  - CONF
AN  - 00988945
AU  - Goodwin, L C
AU  - Pisano, Paul A
AU  - Institute of Transportation Engineers (ITE)
TI  - WEATHER-RESPONSIVE TRAFFIC SIGNAL CONTROL
SN  - 0935403825
PY  - 2004
SP  - 11p
AB  - Adverse weather conditions can have an impact on arterial mobility by affecting driver behavior and traffic signal operations (changing the normal flow of traffic, so the timing of the signals is no longer effective).  This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), explores general weather impacts on arterial roads and traffic flow, and examines the development of tools to improve traffic signal operations.  Weather variables considered include precipitation, pavement condition, fog, wind speed, lightning, and extreme temperatures.  The authors describe six research projects on the effects of weather on arterial mobility conducted in Anchorage, Alaska; Burlington, Vermont; Minneapolis/St. Paul, Minnesota; Salt Lake City, Utah; Washington, D.C.; and the United Kingdom.  Many of these projects documented changes in speed, flow rate reductions, and increased delay.  The authors then present two case studies of weather-responsive traffic signal operations in Charlotte, North Carolina and Clearwater, Florida. A section on model simulation includes results of an investigation of parameters affected by weather and an assessment of the benefits of weather-responsive signal timing. The authors conclude that weather-related delay can be mitigated by implementing signal timing plans designed for slick pavement conditions and slower travel speeds.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Anchorage (Alaska)
KW  - Arterial highways
KW  - Bennington (Vermont)
KW  - Charlotte (North Carolina)
KW  - Clearwater (Florida)
KW  - Conferences
KW  - Fog
KW  - Minneapolis (Minnesota)
KW  - Rain
KW  - Saint Paul (Minnesota)
KW  - Salt Lake City (Utah)
KW  - Snow
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic speed
KW  - United Kingdom
KW  - Washington (District of Columbia)
KW  - Weather conditions
KW  - Wet weather
UR  - https://trid.trb.org/view/703829
ER  - 

TY  - CONF
AN  - 00988920
AU  - Jacquemart, G G
AU  - Institute of Transportation Engineers (ITE)
TI  - TOOLBOX ON INTERSECTION SAFETY AND DESIGN: DESIGNING AND OPERATING SAFER ROUNDABOUTS
SN  - 0935403825
PY  - 2004
SP  - 35p
AB  - This article on designing and operating safer roundabouts is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (held in March 2004, Irvine, California).  An introductory section discusses today's status of roundabouts in the U.S. and worldwide, and explains the historical evolution of the roundabouts.  The author then explains the basic principles of roundabouts, their key design elements and safety aspects.  The author covers the most critical elements of roundabouts, performance methodologies, and those aspects of roundabouts that are seen as issues or have been the subject of controversy. Specific topics covered include delays and capacities of roundabouts, signage and markings, and designing the roundabout for pedestrians, bicyclists and visually impaired users. Planners and engineers are encouraged to include roundabouts in their toolbox for intersection improvements, to perform preliminary engineering work to assess roundabout feasibility, and to compare their performance with other types of intersections whenever investments are considered for an intersection.  The author emphasizes that well designed roundabouts can bring substantial benefits to our transportation infrastructure.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Crosswalks
KW  - Feasibility analysis
KW  - History
KW  - Pedestrian areas
KW  - Pedestrian safety
KW  - Roundabouts
KW  - Traffic engineering
KW  - Traffic flow
KW  - Traffic lanes
KW  - Traffic safety
KW  - Traffic signs
UR  - https://trid.trb.org/view/755384
ER  - 

TY  - CONF
AN  - 00988922
AU  - Hagen, L T
AU  - Institute of Transportation Engineers (ITE)
TI  - TOOLBOX ON INTERSECTION SAFETY AND DESIGN: TRAFFIC CONTROL DEVICES
SN  - 0935403825
PY  - 2004
SP  - 25p
AB  - Traffic control devices include signs, roadway markings, traffic signals and beacons.  These various types of devices, in combination with other roadway features, help users of the roadway system to safely coexist with other roadway users.  This chapter on traffic control devices is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (held in March 2004, Irvine, California).  The intent of a traffic control device is to regulate, warn, and guide users in the safe and effective use of the transportation system; thus the proper use of traffic control devices is a very critical aspect of intersection safety.  The author introduces the Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD), and then discusses the guidelines in the MUTCD in the following areas:  the purpose of traffic control devices; types of traffic control devices, including traffic signs, pavement markings, and traffic signals; special event and emergency traffic control; the design and placement of traffic control devices; and special applications. The author concludes by emphasizing that traffic control devices are how the traffic engineer or roadway designer communicates with the roadway user. The devices are an important element of intersection safety and design, and are used to complement and supplement the geometric design features of the roadway.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Emergencies
KW  - Guidelines
KW  - Intersection elements
KW  - Manual on Uniform Traffic Control Devices
KW  - Right of way (Traffic)
KW  - Road markings
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic signs
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/755386
ER  - 

TY  - CONF
AN  - 00988937
AU  - Brewer, M A
AU  - Fitzpatrick, K
AU  - Institute of Transportation Engineers (ITE)
TI  - EFFECTS ON DRIVER SPEEDS OF IN-LANE RUMBLE STRIPS ON APPROACHES TO RURAL INTERSECTIONS
SN  - 0935403825
PY  - 2004
SP  - 15p
AB  - Traffic conflicts due to turns at intersections and driveways are among the leading causes of crash problems associated with roadway design or traffic operations.  This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), describes a study in which rumble strips were installed on selected approaches at rural intersections near Abilene, Dallas, and Gatesville, Texas.  The study was conducted in order to gauge the effectiveness of transverse (in-lane) rumble strips on driver speeds.  Speed profile data were collected on each approach before and after rumble strips were installed.  Analysis of the speed data showed a small decrease (generally 1 to 2 mph) in mean speeds on approaches with rumble strips.  One section discusses the effectiveness of in-lane rumble strips on crash reduction and deceleration behavior.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Abilene (Texas)
KW  - Conferences
KW  - Countermeasures
KW  - Crash data
KW  - Dallas (Texas)
KW  - Gatesville (Texas)
KW  - Intersections
KW  - Raised road markings
KW  - Rumble strips
KW  - Rural highways
KW  - Safety engineering
KW  - Speed measurement
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signs
UR  - https://trid.trb.org/view/755401
ER  - 

TY  - CONF
AN  - 00988929
AU  - Hill, C L
AU  - Dearing, S B
AU  - Institute of Transportation Engineers (ITE)
TI  - INTERSECTION SAFETY WITHIN A SIGNAL OPTIMIZATION PROJECT
SN  - 0935403825
PY  - 2004
SP  - 7p
AB  - This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), focuses on intersection safety within a signal optimization project.  The Road Commission for Oakland County (RCOC), the Michigan Department of Transportation (MDOT) and local communities took the opportunity to incorporate intersection safety reviews into a large scale traffic signal optimization project that affected state, county and local roads. The intersection safety reviews were important factors in the design of appropriate signal timing plans for intersection and corridors.  The authors report on Phases 1 and 2 of the Oakland County Signal System Optimization Project, which included a comprehensive safety analysis of 640 intersections.  Traffic crash data was reviewed at all locations, with more detailed crash analyses conducted at those intersections with higher than the county average crash frequency.  The authors describe the crash analysis methodology in detail, and include charts of the intersections that underwent deficiency analysis.  The safety and deficiency analyses concluded that improvements could be made to improve intersection safety. These recommendations included: installation of turn lanes,  implementation of clearance intervals, calculated according to ITE guidelines, boulevard trail green clearance interval, installation of pedestrian pushbuttons, and upgrade controllers.  The authors conclude that crash analysis is an invaluable tool in continuing evaluations for signal timing optimization projects; it allows agencies to track progress from one signal timing review to the next.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Clearance interval (Traffic signal cycle)
KW  - Conferences
KW  - Crash analysis
KW  - Crash causes
KW  - Intersections
KW  - Optimization
KW  - Pedestrian safety
KW  - Rockland County (Michigan)
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signals
KW  - Turning lanes
UR  - https://trid.trb.org/view/755393
ER  - 

TY  - CONF
AN  - 00988930
AU  - Hamilton, P T
AU  - Institute of Transportation Engineers (ITE)
TI  - IMPLEMENTING A SMART GROWTH LAND USE PATTERN TO MANAGE CONGESTION AND SAFETY BY INTEGRATING REGIONAL TRANSPORTATION FUTURES ALTERNATIVES ANALYSIS WITH A REGIONAL CONCEPT OF MANAGEMENT AND OPERATIONS (RCMO): A CASE STUDY IN PERFORMANCE BASED PLANNING
SN  - 0935403825
PY  - 2004
SP  - 33p
AB  - Smart Growth is a primary strategy for Congestion Management (CM), along with ancillary strategies like access management and traffic impact studies. Transportation projects are linked to a RCMO (Regional Concept of Management and Operations) which considers safety, identifies performance measures and short and long range investment strategies.  This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), offers a case report of performance based planning in this arena.  The author summarizes regional alternatives analysis comparing Smart Growth to "Business as Usual"; Smart Growth implementation techniques and partnerships; relationships between Smart Growth, the RCMO, safety and CM, including performance measures and investment strategies; and innovative public involvement techniques which maximized participation, partnerships and support for a shared vision of Smart Growth in a mid-sized metropolitan area (Lansing, Michigan).  The integration of land use and transportation decision making is being accomplished using an adopted land use policy map, themes and principles and is also being implemented in local agency comprehensive plans.  The author includes charts and lists of 5 year and 20 year strategies, as well as a criteria checklist and a list of performance measures.  The author concludes that strong linkages were established between regional land use and transportation goals, objectives, investment strategies, performance measures and project selection criteria and smart growth, along with auxiliary land use strategies such as access management and traffic impact studies.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - City planning
KW  - Conferences
KW  - Intersections
KW  - Land use
KW  - Lansing (Michigan)
KW  - Master plans
KW  - Performance based specifications
KW  - Regional planning
KW  - Safety
KW  - Smart growth
KW  - Traffic safety
KW  - Transportation planning
UR  - https://trid.trb.org/view/755394
ER  - 

TY  - CONF
AN  - 00988946
AU  - Lalani, N
AU  - Institute of Transportation Engineers (ITE)
TI  - ITE COMMITTEE REPORT SUMMARY: GUIDELINES FOR THE ACTIVATION, MODIFICATION, OR REMOVAL OF TRAFFIC SIGNAL CONTROL SYSTEMS: AN ITE PROPOSED RECOMMENDED PRACTICE
SN  - 0935403825
PY  - 2004
SP  - 4p
AB  - This document, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), is a summary of a proposed recommended practice of the Institute of Transportation Engineers (ITE), prepared by the Public Agency Council Committee PAC-101-03.  The guidelines address a variety of topics, including signing, striping and traffic control, that need to be addressed when traffic control signals are first turned on as well as when existing traffic control signals are modified or removed. The first section covers the procedures to be used when preparing to turn over a new traffic control signal installation to full stop-and-go operations, including when signal heads should be installed; the establishment of a turn-on schedule; equipment testing; signal timing preparation; and use of "Signal Ahead" signs. This section also addresses optimal time periods for activating new traffic control signals.  Existing traffic control signals may need to be modified from time to time to meet changing traffic conditions.  Modifications may involve merely changing traffic control signal timing, changing phase sequencing for coordination purposes, or adding a left- or right-turn phase.  The procedures covered for removing an existing traffic signal include the use of flashing signals prior to permanent deactivation; traffic control post deactivation; the timing of traffic signal control removal; the posting of new traffic control devices, such as STOP signs with orange flags; and post-deactivation monitoring.  These guidelines are based not only upon the existing information found during the initial research but also upon the collective experience of the committee members.  This document is a reprint of an article that appeared in the ITE Journal, February 2004.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Guidelines
KW  - Installation
KW  - Intersections
KW  - Policy, legislation and regulation
KW  - Striping
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Traffic signals
KW  - Traffic signs
UR  - https://trid.trb.org/view/755408
ER  - 

TY  - CONF
AN  - 00988926
AU  - Hoang, P M
AU  - Lin, P-S
AU  - Kamiya, S
AU  - Institute of Transportation Engineers (ITE)
TI  - USING AIMS FOR ACCIDENT INFORMATION MANAGEMENT: SARASOTA COUNTY, FLORIDA EXPERIENCE
SN  - 0935403825
PY  - 2004
SP  - 12p
AB  - The Accident Information Management System (AIMS) is a crash database program with functions that include crash record management, query and sorting, 3-dimension plot of crash frequency and its location, crash analysis, graphics display of results, collision diagram drawing, accident rate computation, and report generation.  This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), reports on the Sarasota County, Florida use of AIMS for its countywide accident information management.  The authors first describe the importance of utilizing crash information to improve traffic safety, and the benefits of a GIS-based system for accident data management, the provide an overview of AIMS and other GIS-based software. Sarasota County's procurement experience and use of AIMS for accident information management are described.  The authors conclude with Sarasota County's recommended improvement checklist for signalized intersections, and discuss conclusions and recommendations based on the county's experience with AIMS.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Accident Information Management System (Computer program)
KW  - Conferences
KW  - Crash analysis
KW  - Crash data
KW  - Data collection
KW  - Databases
KW  - Geographic information systems
KW  - Information management
KW  - Sarasota County (Florida)
KW  - Signalized intersections
KW  - Three dimensional displays
KW  - Traffic data
KW  - Traffic safety
UR  - https://trid.trb.org/view/755390
ER  - 

TY  - CONF
AN  - 00988933
AU  - Batson, S M
AU  - Institute of Transportation Engineers (ITE)
TI  - OFFSET SPEED TABLES FOR REDUCED EMERGENCY RESPONSE DELAY
SN  - 0935403825
PY  - 2004
SP  - 11p
AB  - This document, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), considers the use of offset speed tables for reduced emergency response delay on streets that require traffic calming measures.  The author notes that fire equipment, due to its size and weight, is particularly affected by speed humps (bumps).  This report provides a summary of the testing of the offset speed table with median islands as well as a recent alternative and makes a comparison to speed cushions, a tool often used where emergency response delay is of concern. Offset speed tables consist of a speed hump that is only constructed across one lane of traffic; the emergency vehicles can swerve into the other lane to avoid the speed hump.  This investigation was undertaken in the City of Portland, Oregon, to evaluate a design that would permit the use of the offset speed hump on designated Emergency Response Routes regardless of the street width.  Results show that a reduction in maximum delay from 4.8 seconds at standard speed tables where the target response speed is 30 mph to the typical 2 second delay at offset speed tables represents a better than 50% reduction in emergency vehicle delay.  However, the offset speed tables are expected to continue to reduce speeding effectively.  The author also reports on minor adjustments made by the Portland Department of Transportation to improve constructability of the speed tables.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Design practices
KW  - Emergency response time
KW  - Emergency vehicles
KW  - Fire vehicles
KW  - Offset speed tables
KW  - Portland (Oregon)
KW  - Portland Department of Transportation
KW  - Speed control humps
KW  - Traffic calming
UR  - https://trid.trb.org/view/755397
ER  - 

TY  - CONF
AN  - 00988919
AU  - Ivany, D R
AU  - Institute of Transportation Engineers (ITE)
TI  - BRT ON BOSTON STREETS: MAKING IT FIT
SN  - 0935403825
PY  - 2004
SP  - 6p
AB  - This article on the new Bus Rapid Transit (BRT) service in the city of Boston is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (held in March 2004, Irvine, California).  The first phase of the project, the Silver Line Phase I, along Washington Street, entailed the reconstruction of 2.5 miles of a major urban arterial and established a new transit service: connecting the city neighborhoods of Roxbury, the South End and Chinatown to the downtown.  Future planned tunnel extensions (Silver Line Phases II and III) will connect the line to new development areas in the South Boston Waterfront District and Logan International Airport.  The author discusses the preferential lane treatment established for the buses through signing and striping of the side reservation provided, along with design improvements to enhance overall traffic circulation.  The author also explains traffic signal control treatments for 15 signalized intersections along Washington Street, which includes signal preemption for the BRT system.  Other topics covered include pre-project community input, the problem of loss of on-street parking, the distance between BRT stations, the use of 'near side' versus 'far side' bus stops, and unsignalized crosswalk locations.  The author concludes that since the service opened, ridership has been higher than expected and properties along the corridor have experienced a vibrant redevelopment.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Accessibility
KW  - Boston (Massachusetts)
KW  - Bus lanes
KW  - Bus rapid transit
KW  - Conferences
KW  - Crosswalks
KW  - Farside (Bus stops)
KW  - Nearside (Bus stops)
KW  - Ridership
KW  - Signalized intersections
KW  - Socioeconomic development
KW  - Traffic safety
KW  - Traffic signal control systems
KW  - Traffic signal preemption
UR  - https://trid.trb.org/view/755383
ER  - 

TY  - CONF
AN  - 00988921
AU  - Boender, J P
AU  - Institute of Transportation Engineers (ITE)
TI  - THE DESIGN OF BICYCLE FRIENDLY ROUNDABOUTS IN THE NETHERLANDS
SN  - 0935403825
PY  - 2004
SP  - 10p
AB  - This article on bicycle friendly roundabouts in The Netherlands is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (held in March 2004, Irvine, California).  After an introductory section on the general design of roundabouts, the author discusses safety issues, capacities of roundabouts, general design considerations, specific design elements (external radius, internal radius, width of carriageways, raised sloping lane, the design of crossings for slow-moving traffic, the design of entry and exit slip roads), the design of bicycle friendly roundabouts, and right-of-way issues.  The author makes four conclusions:  roundabouts are the safest form of intersection; the design should be in line with the right-of-way situation; the preference is for cyclist right of way on roundabouts in built up areas; and, if cyclists have to give way, the roundabout design should be adapted to that situation.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Bicycle travel
KW  - Bicycles
KW  - Conferences
KW  - Right of way (Traffic)
KW  - Roundabouts
KW  - Traffic engineering
KW  - Traffic flow
KW  - Traffic lanes
KW  - Traffic safety
KW  - Traffic signs
UR  - https://trid.trb.org/view/755385
ER  - 

TY  - CONF
AN  - 00988936
AU  - Dedeitch, B P
AU  - Institute of Transportation Engineers (ITE)
TI  - ADOPTING LOW-COST INTERSECTION SAFETY IMPROVEMENTS
SN  - 0935403825
PY  - 2004
SP  - 70p
AB  - This document, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), reports on a study in which operational safety reviews of twenty intersections in Dallas, Texas were performed at the request of the Dallas County Hospital District's Injury Prevention Center. These intersections were identified as high collision locations based on a combination of police records and traffic volumes. Each safety review identified low cost physical intersection improvements.  For each intersection, pertinent crash data, engineering factors associated with the crashes, and a countermeasures list showing costs and benefits related to the individual recommended improvements are provided.  Each report section also contains a brief intersection description, including text and a map of the intersection under consideration.  For each identified potential crash factor, an appropriate countermeasure was recommended, and subsequently, an economic evaluation was performed that quantified the benefits and costs.  Countermeasures include refreshing pavement markings, adding signage, installing or modifying the timing of traffic signals, changing median heights, and installing accessibility features such as wheelchair ramps.  The author created a benefit-cost ratio for each countermeasure that represents the ratio of the present worth of the expected annual collision cost savings to the present worth of the estimated cost of the improvement. This ratio could be used to prioritize safety improvements.  The average benefit to cost ratio as measured from the data in this study was 33.3.  The author concludes that the process of making relatively quick and inexpensive engineering improvements at crash-prone intersections has significant merit.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Benefit cost analysis
KW  - Conferences
KW  - Costs
KW  - Countermeasures
KW  - Crash data
KW  - Crash diagrams
KW  - Guidelines
KW  - Intersections
KW  - Safety
KW  - Safety engineering
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signals
KW  - Traffic signs
UR  - https://trid.trb.org/view/755400
ER  - 

TY  - CONF
AN  - 00988938
AU  - Rilett, L R
AU  - Cho, H
AU  - Institute of Transportation Engineers (ITE)
TI  - ALTERNATIVE PREEMPTION STRATEGIES FOR TRAFFIC SIGNALS NEAR AT-GRADE RAILWAY CROSSINGS
SN  - 0935403825
PY  - 2004
SP  - 16p
AB  - This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), addresses pedestrian safety issues at signalized intersections near highway-railroad grade crossings (IHRGCs).   The authors propose a new transition preemption strategy (ITPS) that is based on having an additional train detector located upstream from the IHRGC.  Using information from this train detector, the mean arrival time and 90% prediction intervals of approaching trains are estimated and incorporated into traffic signal timing.  This results in pedestrians being given enough time to safely cross the roads, and  delays being minimized, while still ensuring current safety standards are met.  The authors report on a test case at an IHRGC in College Station, Texas that has been outfitted with Doppler radar train detection equipment. The new algorithm is tested on a VISSIM simulation model, which has been calibrated to field conditions.  The authors conclude that the ITPS algorithm improves both the safety and efficiency of IHRGCs.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Algorithms
KW  - College Station (Texas)
KW  - Conferences
KW  - Crosswalks
KW  - Doppler radar
KW  - Intersections
KW  - Pedestrian safety
KW  - Railroad signals
KW  - Safety engineering
KW  - Traffic actuated controllers
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signals
UR  - https://trid.trb.org/view/755402
ER  - 

TY  - CONF
AN  - 00988943
AU  - Gibbs, M M
AU  - Chan, B
AU  - Zein, S R
AU  - Institute of Transportation Engineers (ITE)
TI  - SINGLE-POINT INTERCHANGES: A SAFETY AUDITOR'S PERSPECTIVE
SN  - 0935403825
PY  - 2004
SP  - 11p
AB  - This paper on single-point interchanges (SPI) is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships.  The SPI design is typically implemented where limited land is available for the interchange. The resulting compact design can result in a challenging interchange, particularly for unfamiliar drivers or under adverse conditions (such as rain or dark).  The authors have conducted detailed-design and in-service road safety audits of single-point interchanges (SPIs) which identified several design elements common to SPIs that could be challenging to road users (particularly unfamiliar users).  These elements include geometric and sight distance constraints, large intersection area with unconventional turning paths, safe accommodation of pedestrians and cyclists, impacts of nearby intersections in urbanized areas, and signal display and signing.   The authors report on detailed audit reviews of SPI designs in western Canada, and observations of a functioning SPI in Maryland.  They discuss mitigation measures to address design elements that entail a significant collision risk.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Canada
KW  - Conferences
KW  - Interchanges and intersections
KW  - Intersections
KW  - Maryland
KW  - Merging area
KW  - Ramps (Interchanges)
KW  - Traffic engineering
KW  - Traffic lanes
KW  - Traffic safety
UR  - https://trid.trb.org/view/703828
ER  - 

TY  - CONF
AN  - 00988923
AU  - Hanscom, F R
AU  - Institute of Transportation Engineers (ITE)
TI  - ITS COLLISION AVOIDANCE AT RESTRICTED-VISIBILITY RURAL INTERSECTIONS
SN  - 0935403825
PY  - 2004
SP  - 12p
AB  - This chapter on collision avoidance at restricted visibility rural intersections is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (held in March 2004, Irvine, California).  This paper describes two promising ITS (intelligent transportation system) applications used to reduce accidents at rural intersections characterized by restricted sight distance.  The author begins by describing a literature review regarding the human factors required for rural intersection collision avoidance.  The author then discusses the Collision Countermeasure System (CCS), consisting of activated warning signs, and how it has demonstrated accident-reduction potential in a behavioral field evaluation.  The author also describes a potentially more cost-effective accident countermeasure: the application of activated in-pavement LEDs on the stop-sign controlled leg of the intersection.  The author concludes that both schemes are failsafe to the extent that they incorporate standard MUTCD intersection warning signs.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Crash avoidance systems
KW  - Intelligent transportation systems
KW  - Intersection elements
KW  - Intersections
KW  - ITS program technologies
KW  - Manual on Uniform Traffic Control Devices
KW  - Road markings
KW  - Rural travel
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic signs
UR  - https://trid.trb.org/view/755387
ER  - 

TY  - CONF
AN  - 00988925
AU  - Tindale, Steven A
AU  - Miller, David
AU  - Institute of Transportation Engineers (ITE)
TI  - TOOLBOX ON INTERSECTION SAFETY AND DESIGN: DATA COLLECTION AND ANALYSIS FOR IMPROVED OPERATIONS
SN  - 0935403825
PY  - 2004
SP  - 26p
AB  - This paper on data collection and management is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California). The paper highlights efficient methods of crash data collection, addresses important issues related to managing crash data and integrating crash data with other useful databases, and demonstrates how a robust crash data management system can be used to optimize a safety engineer's limited resources.  The authors describe an analytical approach that empowers safety engineers and analysts to proactively identify specific intersection safety problems rather than respond to citizen complaints after accidents have occurred.  This approach includes multi-year trend analysis, temporal analysis (seasonal trend, day of week, time of day), identification of driver behavior crash patterns, incorporation of demographic data, and methods to identify crash patterns.  The authors also address the importance of building effective, collaborative relationships with law enforcement agencies (where much of the crash data originates) and with political and governmental agencies.  The authors encourage readers to go beyond the use of relational database management software and contemporary GIS platforms, to incorporate other data sources into an agency's crash data management system. These sources can include traffic operations data, signal control plans, work program histories and priorities, land use and special generator data, and aerial and street-level imagery.  The authors conclude with an outline summary of the recommended procedures to use.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Crash data
KW  - Crash locations
KW  - Crash risk forecasting
KW  - Data collection
KW  - Databases
KW  - Geographic information systems
KW  - Information management
KW  - Interorganizational relations
KW  - Intersections
KW  - Law enforcement
KW  - Relational databases
KW  - Traffic data
KW  - Traffic engineering
KW  - Traffic safety
UR  - https://trid.trb.org/view/755389
ER  - 

TY  - CONF
AN  - 00988932
AU  - Rao, A
AU  - McCarthy, M
AU  - Tanberg, B
AU  - Institute of Transportation Engineers (ITE)
TI  - HILLSBOROUGH COUNTY NEIGHBORHOOD TRAFFIC CALMING MANUAL
SN  - 0935403825
PY  - 2004
SP  - 16p
AB  - This document, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), is the Neighborhood Traffic Calming Manual from Hillsborough County (Tampa, Florida). Traffic calming measures can include speed humps, intersection throat, street narrowing, and cross walk enhancements.  The manual explains what roads are covered in the program; who pays for calming measures; the different types of traffic calming measures; standard procedure for implementation of traffic calming measures, including initiation, eligibility and priority, the initial public meeting (to get neighborhood input), the hearing master preliminary analysis, follow up public meeting(s), alternatives and public response, the hearing master recommendation of traffic calming measures and designation of petition area, petition, and project implementation; removal of speed and volume traffic calming measures; and emergency procedures.  The manual concludes with contact information for the appropriate officials involved with the Neighborhood Traffic Calming program.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Appeals
KW  - City planning
KW  - Communities
KW  - Conferences
KW  - Data collection
KW  - Hillsborough County (Florida)
KW  - Public hearings
KW  - Public participation
KW  - Speed control humps
KW  - Strategic planning
KW  - Traffic calming
KW  - Traffic congestion
UR  - https://trid.trb.org/view/755396
ER  - 

TY  - CONF
AN  - 00988934
AU  - Kalus, B H
AU  - Institute of Transportation Engineers (ITE)
TI  - APPEALING FOR SOLUTIONS IN ORANGE COUNTY: TECHNIQUES TO GAIN PUBLIC INVOLVEMENT AND POLITICAL SUPPORT
SN  - 0935403825
PY  - 2004
SP  - 11p
AB  - This document, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), describes techniques to gain public involvement and political support in traffic safety solutions.  The author reports on the approaches used in Orange County, New York.  In the late 1990s, a Traffic Task Force was formed focusing on traffic congestion in the Monroe-Woodbury area and the types of regional, inter-municipal, solutions that could be advanced to address these issues. Meeting on a monthly basis, the Traffic Task Force discussed potential transportation improvement measures and land use controls that could be initiated to help preserve the areas unique character.  This paper looks at the methods used to solicit input from the public and elected officials in the area through a number of different techniques including visioning sessions, web sites, and public opinion surveys.  The author explores how this insight was used to gain political support for the project recommendations.  The author concludes with five suggestions for others responsible for implementing traffic safety initiatives:  get the right team together, establish a review hierarchy and stick with it, move quickly (particularly for issues that have political impact), plan for the model, and be prepared for a solution that incorporates many participants' visions.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - City planning
KW  - Communities
KW  - Conferences
KW  - Land use
KW  - Orange County (New York)
KW  - Policy making
KW  - Policy, legislation and regulation
KW  - Political factors
KW  - Public participation
KW  - Public private partnerships
KW  - Regional planning
KW  - Traffic safety
UR  - https://trid.trb.org/view/755398
ER  - 

TY  - CONF
AN  - 00988927
AU  - Herrington, R
AU  - Institute of Transportation Engineers (ITE)
TI  - INNOVATIVE DATA COLLECTION FOR IMPROVED TRAFFIC SIGNAL TIMING
SN  - 0935403825
PY  - 2004
SP  - 8p
AB  - In mid-2001, the Division of Traffic Engineering and the Lexington Area Metropolitan Planning Organization (MPO) proposed a major initiative to improve the function, performance and safety of Lexington's arterial roadways to achieve their greatest benefit.  This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), describes the process from start to finish, focusing on the costs and benefits derived. The author first discusses the collection of the large amount of data required for the project. From these findings, a Travel Rate Index (TRI) was determined to show worst-to-best locations of congestion and time of occurrence. An initial analysis of emissions, fuel and time savings showed a benefit/cost ratio of 47:1 for reduction in delay.  The author also describes the use of the Geostats Geologger, used for the collection of travel times and average speeds for arterials; these data points are then downloaded into ArcView producing a color-coded map showing the TRI and average speeds by roadway segment, identifying trouble spots or determining the average for the length of the corridor. This data can be used to develop more professional and customized traffic timing plans for improved efficiency.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Arterial highways
KW  - Benefit cost analysis
KW  - Conferences
KW  - Costs
KW  - Data collection
KW  - Geographic information systems
KW  - Information management
KW  - Lexington (Kentucky)
KW  - Pollutants
KW  - Traffic data
KW  - Traffic flow rate
KW  - Traffic signal timing
KW  - Travel rate index
UR  - https://trid.trb.org/view/755391
ER  - 

TY  - CONF
AN  - 00988928
AU  - Seyfried, R K
AU  - Institute of Transportation Engineers (ITE)
TI  - TOOLBOX ON INTERSECTION SAFETY AND DESIGN: TRAFFIC SIGNAL OPERATIONS
SN  - 0935403825
PY  - 2004
SP  - 73p
AB  - Traffic signals can be an effective intersection traffic control device only when they elicit the appropriate sequence of behavior by drivers, pedestrians, and bicyclists. This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), reviews the benefits and disadvantages of traffic signals, and outlines the appropriate steps to incorporating traffic signals in an intersection.  The author stresses that the signal indications must first be detected in its environment, which may be visually complex. The signal indications must then be perceived and understood in sufficient time to allow the user to make decisions and safely perform necessary maneuvers.  The author discusses the Manual on Uniform Traffic Control Devices (MUTCD) from the Federal Highway Administration; traffic signal control modes of operation, including pre-timed control, traffic-actuated control, and density control; traffic signal phasing, including left-turn phasing, delay, capacity, and phasing to reduce pedestrian conflicts; signal preemption; flashing operation; cycle length; phase change intervals, including green intervals and pedestrian intervals; controller settings and detection for dilemma zone protection; active warning signs for high-speed approaches; design and enforcement to reduce red-light running; visibility requirements, including treatments to improve signal visibility and conspicuity; and guidelines for signal removal.  The author reiterates that traffic control signals, if properly designed and installed, can be expected to reduce the frequency and severity of a number of different types of crashes.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Crash causes
KW  - Flashing traffic signals
KW  - Intersections
KW  - Manual on Uniform Traffic Control Devices
KW  - Pedestrians
KW  - Traffic actuated controllers
KW  - Traffic control devices
KW  - Traffic signal phases
KW  - Traffic signal timing
KW  - Traffic signals
KW  - U.S. Federal Highway Administration
KW  - Visibility
UR  - https://trid.trb.org/view/755392
ER  - 

TY  - CONF
AN  - 00988931
AU  - Vanderputten, R N
AU  - Institute of Transportation Engineers (ITE)
TI  - EVALUATION AND PRIORITIZATION OF COMMUNITY TRAFFIC STUDIES
SN  - 0935403825
PY  - 2004
SP  - 33p
AB  - The City of Calgary (Alberta, Canada) adopted a Traffic Calming Policy in January, 2003 to provide clear direction on the types of traffic calming measures to be considered in Calgary, and appropriate circumstances for their use. As part of this policy, a framework was developed to evaluate and prioritize communities for neighborhood traffic calming studies. This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), outlines the process in which communities are evaluated and prioritized. Screening is the first step in responding to reported traffic issues, followed by evaluation and prioritization activities. The criteria used reflects the goals of traffic calming, specifically safety and livability, as well as the objectives of reducing speed and short-cutting volume, and minimizing conflicts between road users.  Community support is also considered in the evaluation, as a basis for assigning higher priority to areas with higher levels of community support.  The author concludes that the evaluation and prioritization process described has been effective in dealing with the public requests for traffic calming studies. The process allows the limited staff resources to best serve the communities most in need.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Calgary (Canada)
KW  - City planning
KW  - Communities
KW  - Conferences
KW  - Data collection
KW  - Strategic planning
KW  - Traffic calming
KW  - Traffic congestion
UR  - https://trid.trb.org/view/755395
ER  - 

TY  - CONF
AN  - 00988947
AU  - Bagdade, J S
AU  - Institute of Transportation Engineers (ITE)
TI  - AAA'S ROAD IMPROVEMENT PROGRAM MAKES INTERSECTIONS SAFER
SN  - 0935403825
PY  - 2004
SP  - 16p
AB  - This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), describes the Road Improvement Demonstration Program (RIDP) of the AAA Michigan.  The AAA RIDP is a public/private partnership designed to enhance traffic safety by reducing the frequency and severity of crashes at high-risk urban signalized intersections.  Beginning in 1996, AAA Michigan partnered with state, county and city governments in Detroit and Grand Rapids to provide seed money for low-cost safety improvements.  An evaluation of the results shows statistically significant reductions of more than 25% in crashes and more than 40% in injuries at 84 completed intersections in Detroit and Grand Rapids.  The author outlines how the RIDP is organized and administered, how the target locations were chosen, the intersection safety audit process, the benefit cost analysis system, funding strategies, the types of safety countermeasures implemented, and the results demonstrated, including those for special populations, such as senior drivers. Two appendices include maps and figures, as well as full-color photographs of some of the intersections and countermeasures instituted.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Aged drivers
KW  - Benefit cost analysis
KW  - Conferences
KW  - Costs
KW  - Countermeasures
KW  - Crash data
KW  - Detroit (Michigan)
KW  - Financing
KW  - Grand Rapids (Michigan)
KW  - Intersections
KW  - Public private partnerships
KW  - Safety
KW  - Safety engineering
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signals
KW  - Traffic signs
UR  - https://trid.trb.org/view/755409
ER  - 

TY  - CONF
AN  - 00988917
AU  - Wolshon, B
AU  - Institute of Transportation Engineers (ITE)
TI  - TOOLBOX ON INTERSECTION SAFETY AND DESIGN: GEOMETRIC DESIGN
SN  - 0935403825
PY  - 2004
SP  - 52p
AB  - This toolbox on at-grade intersections in urban and suburban areas is from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships.  The author summarizes the general principles of intersection design and highlights the application of techniques and practices that increase the safety and efficiency of intersection operations. The first section discusses the fundamentals of intersection operation and safety, the components of intersections, and how these elements contribute to the design process. The second section presents the standards for intersection design, including the considerations for horizontal and vertical alignments and cross-sections. The author also includes a discussion of the various intersection sight distance conditions and the design of channelization elements. The third section focuses on application of specific design treatments and innovative intersection configurations that can improve the operational efficiency and safety of intersections within high volume arterial corridors. The final two sections of this chapter highlight the application of access control and management techniques and traffic calming principles to enhance the safety and efficiency of intersections, including the design and placement of driveways near intersections and the use of geometric features to reduce speed, decrease flow rates, and enhance pedestrian safety at neighborhood intersections.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Access control (Transportation)
KW  - Alignment
KW  - Arterial highways
KW  - Channelized intersections
KW  - Conferences
KW  - Cross sections
KW  - Driveways
KW  - Highway design
KW  - Interchanges and intersections
KW  - Intersection elements
KW  - Intersections
KW  - Pedestrian safety
KW  - Sight distance
KW  - Standards
KW  - Traffic calming
KW  - Traffic channelization
KW  - Traffic engineering
KW  - Traffic lanes
KW  - Traffic safety
KW  - Traffic volume
UR  - https://trid.trb.org/view/755381
ER  - 

TY  - CONF
AN  - 00988924
AU  - Bonneson, J A
AU  - Zimmerman, K
AU  - Middleton, D
AU  - Abbas, M
AU  - Institute of Transportation Engineers (ITE)
TI  - DETECTION-CONTROL SYSTEM FOR IMPROVING THE SAFETY AND OPERATION OF ISOLATED HIGH-SPEED INTERSECTIONS
SN  - 0935403825
PY  - 2004
SP  - 13p
AB  - High-speed signalized intersections have both safety and efficiency problems.  This paper, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), outlines a new approach to high-speed intersection control.  The authors describe a dynamic dilemma zone allocation system that uses measured vehicle speeds with a control algorithm to decide when to end the signal phases.  This Detection-Control system (D-CS) is similar to a multiple advance detector system in that it uses information from detectors located upstream from the intersection to extend the green. However, D-CS employs a computerized algorithm that uses vehicle speed and length information to predict when each vehicle arrives in its dilemma zone, and to provide additional protection for trucks.  The authors report on simulation and field evaluations of the new system.  In both settings, the new system showed that it could improve safety and maintain efficient operations at high-speed intersections.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Clearance interval (Traffic signal cycle)
KW  - Conferences
KW  - Green interval (Traffic signal cycle)
KW  - High speed intersections
KW  - Intersections
KW  - Traffic actuated controllers
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic signal control systems
KW  - Traffic speed
UR  - https://trid.trb.org/view/755388
ER  - 

TY  - CONF
AN  - 00988935
AU  - Cyra, S J
AU  - Hardy, M S
AU  - Institute of Transportation Engineers (ITE)
TI  - LET'S WORK TOGETHER!: FORMING TRANSPORTATION-PUBLIC SAFETY PARTNERSHIPS
SN  - 0935403825
PY  - 2004
SP  - 6p
AB  - New technologies are being deployed that enable transportation and public safety agencies to communicate and share information with each other. This document, from a set of conference proceedings on Intersection Safety: Achieving Solutions Through Partnerships (March 2004, Irvine, California), describes techniques by which these agencies can work proactively to establish better relationships and more efficient services.   From the transportation side, Intelligent Transportation Systems (ITS) encompass a broad range of information processing, communications, automated control and electronics technologies that improve the safety and efficiency of the transportation system.  The information that these systems provide can be extremely valuable to public safety agencies. The authors use as one example the fact that many of today's traffic management systems include surveillance of the roadways via closed circuit television (CCTV) cameras.  Sharing the camera images and control with public safety agencies allows them to better tailor their response, thus saving valuable time.  On the other hand, public safety agencies are utilizing computer-aided dispatch (CAD) to enhance operations.  In a freeway incident scenario for example, select information populated by the CAD system can be shared with transportation agencies to enable improved management of traffic.  The authors outline strategies that can be used to establish and maintain transportation-public safety partnerships, including tackling turf issues, starting small, identifying leaders, involving everyone, building public-public and public-private partnerships, thinking regionally, and planning and budgeting for the future.  The authors describe one case study, the TIME (Traffic Incident Management Enhancement) Program in southeastern Wisconsin.
U1  - Intersection Safety: Achieving Solutions Through PartnershipsInstitute of Transportation Engineers and Federal Highway AdministrationIrvine, California StartDate:20040328 EndDate:20040331 Sponsors:Institute of Transportation Engineers and Federal Highway Administration
KW  - Conferences
KW  - Highway safety
KW  - Incident management
KW  - Intelligent transportation systems
KW  - Interagency relations
KW  - Local government agencies
KW  - Partnerships
KW  - Public private partnerships
KW  - Regional planning
KW  - Safety management
KW  - Strategic planning
KW  - Technological innovations
KW  - Traffic safety
KW  - Wisconsin
UR  - https://trid.trb.org/view/755399
ER  - 

TY  - RPRT
AN  - 00988320
AU  - Federal Highway Administration
TI  - SAN FRANCISCO-OAKLAND BAY BRIDGE PROJECT : PEER REVIEW
PY  - 2004
SP  - v.p.
AB  - One of the components of the San Francisco-Oakland Bay Bridge (SFOBB) project involves the proposed self-anchored suspension (SAS) bridge contract to replace the existing east span of the SFOBB. As the contract bid was allowed to expire due to funding constraints, a number of alternative designs have been identified by the California Department of Transportation (Caltrans). This peer review examines six alternatives and assess the risk of each alternative not achieving its key objectives. The six alternatives include: 1) SAS rebid; 2) SAS with concrete tower; 3) single-tower, asymmetric cable-stayed bridge; 4) single-tower, symmetric cable-stayed; 5) two-tower, symmetric cable-stayed; and, 6) extended skyway.  The report identifies quantifies, and prioritizes technical, cost, and schedule; environmental; management; and public acceptance and expectation risks.
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridges
KW  - Cable stayed bridges
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - San Francisco-Oakland Bay Bridge
KW  - Suspension bridges
UR  - http://www.dot.ca.gov/baybridge/PRT_Final%20Report.pdf
UR  - https://trid.trb.org/view/753949
ER  - 

TY  - CONF
AN  - 00987770
AU  - Federal Highway Administration
TI  - ACTT WORKSHOP, SR 520 PROJECT, MARCH 16-18, 2004, SEATTLE, WASHINGTON
PY  - 2004
SP  - 69p
AB  - Accelerated Construction Technology Transfer (ACTT) is a strategic process that brings together experts from both the private and public sectors to identify innovative techniques, methods, approaches, and technologies to reduce construction time on major highway projects while enhancing safety and improving quality.  The Federal Highway Administration (FHWA) and the Washington State Department of Transportation (WSDOT) selected the SR 520 Bridge Replacement and HOV Project for review within an ACTT workshop.  The project includes the Evergreen Point Bridge and it is the replacement of the floating pontoon section, fixed approach structures, and adjacent highway sections that are the subjects of the ACTT workshop.  The workshop brought together nearly 100 experts from around the country.  The report on the workshop contains six chapters.  Chapter 1 provides an introduction and summary.  Chapter 2 gives the ACTT Workshop background and purpose.  Chapter 3 presents the "skill set" groups' first thoughts on innovative contracting and finance, environmental impacts and right-of-way, construction, geotechnical considerations and materials, roadway/geometric design, structures, and transit/ITS/HOV/transit.  Chapter 4 presents the preliminary recommendations of the workshop and Chapter 5 the final recommendations.  Chapter 6 considers next steps.
U1  - ACTT Workshop, SR 520 ProjectFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Washington State Department of TransportationSeattle, Washington,United States StartDate:20040316 EndDate:20040318 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Washington State Department of Transportation
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Approach lanes
KW  - Bridge approaches
KW  - Bridges
KW  - Construction
KW  - Contracting
KW  - Environmental impacts
KW  - Finance
KW  - Floating structures
KW  - Geometric design
KW  - Geotechnical engineering
KW  - High occupancy vehicle lanes
KW  - Innovation
KW  - Intelligent transportation systems
KW  - Materials
KW  - Pontoon bridges
KW  - Public transit
KW  - Recommendations
KW  - Right of way (Land)
KW  - Seattle (Washington)
KW  - Structures
KW  - Technology transfer
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wswa0402.cfm
UR  - https://trid.trb.org/view/754164
ER  - 

TY  - RPRT
AN  - 00984965
AU  - Najm, W G
AU  - Smith, D L
AU  - Federal Highway Administration
TI  - MODELING DRIVER RESPONSE TO LEAD VEHICLE DECELERATING
PY  - 2004
SP  - 10 p.
AB  - This paper presents a driver performance map of braking and steering in response to three driving scenarios that lead to rear-end crashes. This map encompasses low risk, conflict, near-crash, and crash imminent driving states that correspond to advisory warning, crash imminent warning, and crash mitigation functionalities for intelligent vehicle rear-end crash countermeasures. Specifically, this paper models driver response to a lead vehicle decelerating by building upon prior research that estimated the state boundaries for driver response to lead vehicle stopped or moving at slower constant speed. In addition, this paper compares braking performance to steering performance in the lead vehicle-decelerating scenario using plots of range and range-rate that roughly quantify the boundaries between the driving conflict states. Driver performance is also discussed among the three rear-end crash scenarios.
KW  - Braking
KW  - Car following
KW  - Deceleration
KW  - Drivers
KW  - Forecasting
KW  - Lead vehicle
KW  - Performance
KW  - Rear end crashes
KW  - Steering
KW  - Traffic safety
UR  - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2004/SAE%20FINAL%20PDF%202004-01-0171.pdf
UR  - https://trid.trb.org/view/747779
ER  - 

TY  - RPRT
AN  - 00984948
AU  - Federal Highway Administration
TI  - LTPP: YEAR IN REVIEW 2004
PY  - 2004
SP  - 16 p.
AB  - Highways are the backbone of our Nation's transportation system. They play a vital role in the Nation's economy as well. In 2004, the Long-Term Pavement Performance (LTPP) program continued working toward optimizing the public's investment in the highway system by providing the information, data, and products that highway engineers and managers need to design, build, maintain, and manage cost-effective and better performing roads. This report outlines LTPP's 2004 program area accomplishments and how the Transportation Equity Act for the 21st Century (TEA-21) extension impacted the LTPP program.  Major headings in the document include: Revitalizing the Partnerships; LTPP's Partners; Funding Levels impact Program; 2004 Accomplishments; and Status of LTPP Pooled Fund Studies.
KW  - Cost effectiveness
KW  - Databases
KW  - Economic impacts
KW  - Financing
KW  - Highways
KW  - Information systems
KW  - Long-Term Pavement Performance Program
KW  - Partnerships
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pooled funds
KW  - Products
KW  - Road construction
KW  - Transportation Equity Act for the 21st Century
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/04125/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/04125/04125.pdf
UR  - https://trid.trb.org/view/747763
ER  - 

TY  - RPRT
AN  - 00984942
AU  - Federal Highway Administration
TI  - MANAGING DEMAND THROUGH TRAVEL INFORMATION SERVICES
PY  - 2004
SP  - 24 p.
AB  - This brochure highlights the exciting potential of advanced traveler information systems (where information is delivered electronically) with examples from around the country and overseas. It is for anyone involved in passenger and freight mobility, particularly transportation policymakers, planners, and managers in state and local government. The brochure is organized in the following way: (1) What is Traveler Information?; (2) Managing Commuter Travel Through Traveler Information; (3) Using Traveler Information to Manage Demand in Predictable Settings - a. Work zones, b. Planned special events, c. Tourism, d. Parking management; (4) Managing Less Predictable Situations Through Traveler Information - a. Major highway incidents, b. Adverse weather, c. Hurricanes and other planned evacuations, d. Unforeseen catastrophic events (earthquakes, terrorist attacks); (5) Lessons Learned from Past Experience with Traveler Information; (6) Future Directions of Traveler Information and Implications for Managing Travel Demand; and (7) Resources.
KW  - Advanced traveler information systems
KW  - Commuters
KW  - Disasters and emergency operations
KW  - Earthquakes
KW  - Evacuation
KW  - Future
KW  - Hurricanes
KW  - Management
KW  - Parking
KW  - Planning
KW  - Special events
KW  - Terrorism
KW  - Tourism
KW  - Traffic incidents
KW  - Travel demand
KW  - Travel demand management
KW  - Weather
KW  - Work zones
UR  - http://www.ops.fhwa.dot.gov/publications/manag_demand_tis/travelinfo.htm
UR  - https://trid.trb.org/view/747757
ER  - 

TY  - RPRT
AN  - 00984861
AU  - Radwan, E
AU  - Zarillo, M
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - TNCC VALIDATION AND ENHANCEMENT
PY  - 2004
SP  - 113 p.
AB  - The primary objective of this research project is to integrate Toll Network Capacity Calculator (TNCC) into a Decision Support System (DSS), with a Graphical User Interface (GUI).  TNCC is a model for computing the maximum number of vehicles that can pass through a highway segment containing a toll collection facility. A secondary objective is to demonstrate the practical application of TNCC's DSS.
KW  - Calculators
KW  - Decision support systems
KW  - Graphical user interfaces
KW  - Highway capacity
KW  - Highways
KW  - Toll capacity
KW  - Toll collection
KW  - Toll facilities
UR  - https://trid.trb.org/view/745800
ER  - 

TY  - CONF
AN  - 00982132
AU  - Transportation Research Board
TI  - 2004 SAFETY CONSCIOUS PLANNING LEADERSHIP CONFERENCE, WASHINGTON, D.C., AUGUST 30 - SEPTEMBER 1, 2004. CONFERENCE PRESENTATION MATERIALS AND HIGHLIGHTS
PY  - 2004
SP  - v.p.
AB  - This CD-ROM contains the proceedings of the 2004 Safety Conscious Planning Leadership Conference.  The Leadership Conferences are designed to bring planning and safety professionals together who have exhibited leadership in addressing safety as a planning factor.  The Leadership Conferences are intended to accomplish three general objectives: (1) Networking and information sharing; (2) Technology transfer; and (3) State and regional input to the Safety Conscious Planning Working Group Action Plan.  In addition to the proceedings, the CD-ROM contains the conference agenda, a participant list, conference highlights, and PowerPoint presentations.
U1  - Safety Conscious Planning Leadership ConferenceFederal Highway AdministrationWashington, D.C. StartDate:20040830 EndDate:20040901 Sponsors:Federal Highway Administration
KW  - CD-ROM
KW  - Conferences
KW  - Information dissemination
KW  - Leadership
KW  - Technology transfer
KW  - Transportation planning
KW  - Transportation safety
UR  - https://trid.trb.org/view/743450
ER  - 

TY  - RPRT
AN  - 00982099
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - 2001 NATIONAL HOUSEHOLD TRAVEL SURVEY - NATIONAL DATA AND DATA ANALYSIS TOOL
PY  - 2004
SP  - v.p.
AB  - This CD-ROM contains:  the January 2004 release of the 2001 National Household Travel Survey (NHTS) national sample data; SuperTABLE software to create tables and charts from the data; SAS and SPSS code to convert the ASCII data files into SAS and SPSS; Data User's Guide and other documentation; and selected reports written using NHTS data.  The National Household Travel Survey is a U.S. Department of Transportation effort sponsored by the Bureau of Transportation Statistics and the Federal Highway Administration to collect data on both long-distance and local travel by the American public.  The survey includes characteristics of households, people, and vehicles along with detailed information on daily and long-distance travel.
KW  - CD-ROM
KW  - Households
KW  - Local travel
KW  - Long distance travel
KW  - National Household Travel Survey
KW  - Travel surveys
KW  - United States
UR  - https://trid.trb.org/view/743447
ER  - 

TY  - RPRT
AN  - 00982083
AU  - Federal Highway Administration
TI  - FREIGHT TRANSPORTATION: IMPROVEMENTS AND THE ECONOMY
PY  - 2004
SP  - 76p
AB  - Despite the wealth of information on transportation's contribution to the economy, debate continues on the linkages between transportation improvements and economic performance and the relative strength of these links.  Focusing on freight transportation, this report summarizes the results of the Federal Highway Administration's (FHWA's) work on the economic benefits of transportation improvements.  In addition to an executive summary, two analytical reports are included as appendices:  1) Economic Effects of Transportation: The Freight Story; and (2) Transportation Infrastructure, Freight Services Sector and Economic Growth: A Synopsis.  Three methods--macroeconomic and microeconomic research and general equilibrium approaches--have been employed to study the linkages between transportation and the economy.  Each of these is discussed in this report.
KW  - Economic benefits
KW  - Equilibrium (Economics)
KW  - Freight transportation
KW  - Improvements
KW  - Infrastructure
KW  - Macroeconomics
KW  - Microeconomics
KW  - Transportation
UR  - http://www.ops.fhwa.dot.gov/freight/documents/improve_econ.pdf
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13960.html
UR  - https://trid.trb.org/view/743439
ER  - 

TY  - RPRT
AN  - 00980057
AU  - Federal Highway Administration
TI  - NATIONAL BICYCLING AND WALKING STUDY: TEN YEAR STATUS REPORT
PY  - 2004
SP  - v.p.
AB  - This status report is an update of the five-year status report released in April 1999, which was an update of "The National Bicycling and Walking Study: Transportation Choices for a Changing America" (FHWA-PD-94-023, 1994).  This report identifies the latest data available, and updates progress since 1999.  It consists of original material from the 1999 report, revised material, and new material.  Chapter 1 provides an introduction and background information.  Chapter 2 provides an overview of progress towards the two national goals and the Federal, State and local action plans.  Chapter 3 discusses the status of bicycling and walking within the Department of Transportation ten years after the release of this landmark study.  Chapter 4 identifies conclusions and recommendations for action that can reinvigorate the Department's commitment to achieving the overall goals of the study.  A detailed assessment of how the Department has responded in the last five years to each of the 60 activities in the nine-point Federal Action Plan is provided in Appendix 1.  Appendix 2 presents the detailed assessment of the Department's response that was prepared for the first five-year report.  Appendix 3 presents the funding information for bicycle and pedestrian projects using Federal-aid funds.
KW  - Bicycling
KW  - Federal aid
KW  - Recommendations
KW  - Strategic planning
KW  - Walking
UR  - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/resources/study
UR  - http://ntl.bts.gov/lib/25000/25000/25076/NBWS_10yr_Progress_Report.pdf
UR  - https://trid.trb.org/view/741027
ER  - 

TY  - RPRT
AN  - 00979965
AU  - Federal Highway Administration
TI  - OFFICE OF INFRASTRUCTURE RESEARCH AND DEVELOPMENT, TURNER-FAIRBANK HIGHWAY RESEARCH CENTER
PY  - 2004
SP  - 12 p.
AB  - This brochure describes the Federal Highway Administration's (FHWA's) Office of Infrastructure Research and Development (R&D), which is located at the Turner-Fairbank Highway Research Center (TFHRC).  The office conducts research that improves the design, construction, operation, and management of pavements and structures.  It has an active outreach program that identifies future targets of opportunity, and researchers who pursue advanced initiatives that drive innovative programs to serve customers' needs.  The office engages the transportation community through publications, meetings, and the TFHRC Website, and collaborates with State highway agencies, industry trade associations, and professional societies.  Included in this brochure is information on the activities of the Pavement Design and Performance Modeling Team, the activities of the Pavement Materials and Construction Team, and the activities of the Long-Term Pavement Performance Team.  Additional information is available by contacting the Office of Infrastructure R&D's Technical Director for Pavements, Stephen Forster (202-493-3070 or steve.forster@fhwa.dot.gov), or the Director, Paul Teng (202-493-3022 or paul.teng@fhwa.dot.gov).
KW  - Brochures
KW  - Infrastructure
KW  - Long-Term Pavement Performance Program
KW  - Materials
KW  - Office of Infrastructure Research and Development, FHWA
KW  - Pavement design
KW  - Pavement performance
KW  - Pavements
KW  - Research and educational facilities
KW  - Road construction
KW  - Structures
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/03090/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/03090/03090.pdf
UR  - https://trid.trb.org/view/740743
ER  - 

TY  - RPRT
AN  - 00978867
AU  - Nash, J O
AU  - Federal Highway Administration
TI  - REHABILITATION OF HAMMOND BRIDGE IN MARION COUNTY, IOWA
PY  - 2004
SP  - 25 p.
AB  - The report provides both a history and description of the historic Hammond covered Bridge that was constructed in 1894. The bridge was first listed in the National Register of Historic Places in 1998.  The bridge was awarded federal funds under the National Historic Covered Bridges Preservation Program and Marion County undertook the renovation of the bridge in 2003. The report describes the specific 14 tasks that were identified to be accomplished in the renovation process.  The rehabilitation work was completed in the fall of 2003 and on October 4, 2003, the bridge was reopened ceremonially with a ribbon cutting event.
KW  - Bridge design
KW  - Construction of specific facilities
KW  - Costs
KW  - Covered bridges
KW  - Historic bridges
KW  - Marion County (Iowa)
KW  - Rehabilitation (Maintenance)
UR  - https://trid.trb.org/view/740396
ER  - 

TY  - RPRT
AN  - 00978479
AU  - Federal Highway Administration
TI  - BID OPENING REPORT. FEDERAL-AID HIGHWAY CONSTRUCTION CONTRACTS. CALENDAR YEAR 2003
PY  - 2004
SP  - 25 p.
AB  - Published semi-annually, this report summarizes data for Federal-Aid highway construction contracts awarded by the various State Highway Agencies during the Second Half of 2003. Prior to enactment of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the reports summarized data for all Federal-Aid highway construction projects, except for Federal-Aid Secondary and Off-system projects.  After enactment of the ISTEA, data contained in this report is from Federal-Aid highway projects on the National Highway System (NHS), including Surface Transportation Program (STP) projects that are located on the NHS.  Data for Federal-Aid Interstate contracts includes both Interstate Construction (IC) and Interstate resurfacing, rehabilitation, restoration and reconstruction (I-4R) projects funded with pre-ISTEA funds, and IC and Interstate Maintenance funded under the ISTEA.  The contents are organized as follows: (I) National Summaries:  Largest 40 Contracts Awarded, 2003; Contract Award Data 1972-2003; Size of Contract Statistics, CY 2003; and Size of Contract Statistics, Second Half 2003; and (II) State-by-State Summaries:  All Contract Awards, 2003; All Contract Awards, Second Half 2003; Interstate Awards, 2003; and Interstate Awards, Second Half 2003.
KW  - Contract administration
KW  - Contracts
KW  - Federal aid
KW  - Highway maintenance
KW  - Interstate highways
KW  - National Highway System
KW  - Road construction
KW  - State departments of transportation
KW  - Statistics
UR  - https://trid.trb.org/view/740321
ER  - 

TY  - RPRT
AN  - 00978466
AU  - Federal Highway Administration
TI  - LESSONS LEARNED FROM COLLABORATIVE RESEARCH ON ROAD WEATHER OBSERVATIONS AND PREDICTIONS BY UNIVERSITIES, STATE DEPARTMENTS OF TRANSPORTATION, AND NATIONAL WEATHER SERVICE FORECAST OFFICES. ROAD WEATHER MANAGEMENT: SUMMARY
PY  - 2004
SP  - 4 p.
AB  - From 2001 to 2003, the Federal Highway Administration Road Weather Management program partnered with the National Weather Service (NWS) to conduct five research projects through the Cooperative Program for Operational Meteorology, Education and Training (COMET).  The goal was to create teams of personnel from state departments of transportation (DOTs), NWS Weather Forecast Offices, and universities to foster collaborative and productive relationships between meteorological and transportation agencies.  These teams were to use data from Road Weather Information Systems to improve the utilization of these data in both weather and transportation operations and to create new predictive algorithms for use in road maintenance activities.  Such advances in road weather management ultimately will improve safety and mobility on the roads, and DOT productivity in operations.  This document summarizes the five research projects, including research results and lessons learned.  It concludes with general recommendations for all state DOTs to inform future collaborative research efforts.
KW  - Algorithms
KW  - Coop Prog for Operational Meteorology, Education & Training
KW  - Highway safety
KW  - Maintenance management
KW  - Meteorology
KW  - Mobility
KW  - Partnerships
KW  - Recommendations
KW  - Research projects
KW  - Road weather information systems
KW  - State departments of transportation
KW  - U.S. Federal Highway Administration
KW  - U.S. National Weather Service
KW  - Universities and colleges
KW  - Weather forecasting
UR  - http://www.fhwa.dot.gov/publications/research/operations/04101/04101.pdf
UR  - https://trid.trb.org/view/740308
ER  - 

TY  - RPRT
AN  - 00978371
AU  - Department of Transportation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - National Highway Traffic Safety Administration
AU  - Federal Motor Carrier Safety Administration
TI  - U.S. DEPARTMENT OF TRANSPORTATION ITS PROJECTS BOOK 2004, ONLINE EDITION
PY  - 2004
SP  - 1000 p.
AB  - This document describes ITS projects, tests, and studies initiated through September 30, 2003, that partially or totally have been financed from Federal ITS funds. Projects identified as Other were earmarked activities originating during the period of ISTEA authorization. Projects identified as Deployment/Integration were initiated under TEA-21, and represent Congressionally-directed activities appropriated in the ITS Deployment Program. However, the Completed Projects sections, which are located at the end of each chapter, include projects that were actually finished as of September 30, 2003, plus those projects anticipated to be completed by the end of December 2003. The purpose of this report is not to account for all Federal funds made available for ITS activities, but rather to describe all major projects, tests, and studies for each ITS program area. On-going projects are presented in groupings by project type in each infrastructure category and subcategory or program area. The order of presentation, to the extent that current project activity allows, starts with research and development, followed by field operational tests, and concludes with deployments. The completed projects are displayed alphabetically without regard to type. Previous editions of this document catalogued ITS projects authorized under ISTEA. The 1999 edition addressed program direction during the transition year in which TEA-21 was enacted - 1998. That edition also addressed the restructuring of the ITS Program from the program areas established during the ISTEA era into the new organization reflecting Congressional direction in TEA-21, which emphasizes deployment and integration of ITS. The advent of TEA-21 catalyzed a restructuring of ITS Program activities into Intelligent Infrastructure categories and the Intelligent Vehicle Initiative. The current edition of this document continues to categorize both legacy projects, originating under ISTEA, and those begun since the enactment of TEA-21, according to this restructured program organization. The program reorientation reflects the evolution of emphasis to deployments whose outputs are infrastructure and/or vehicles. Metropolitan ITS Infrastructure inherits the research in Advanced Traffic Management Systems (ATMS) Advanced Public Transportation Systems (APTS) and Advanced Traveler Information Systems (ATIS). Rural ITS Infrastructure encompasses the activities of the Advanced Rural Transportation Systems (ARTS) Program that includes the application of technologies under development for Metropolitan and Commercial Vehicle Infrastructure that are adaptable to rural community needs. The Commercial Vehicle ITS Infrastructure continues to build on the research endeavors of the Commercial Vehicle Operations (CVO) Program, and is heavily focused on the deployment of Commercial Vehicle Information Systems and Networks (CVISN). The Intelligent Vehicle Initiative (IVI) is focused on facilitating the accelerated deployment of advanced driver assistance systems.
KW  - Advanced public transportation systems
KW  - Advanced rural transportation systems
KW  - Advanced traffic management systems
KW  - Advanced traveler information systems
KW  - Commercial vehicle operations
KW  - Intelligent transportation systems
KW  - Intelligent Vehicle Initiative
KW  - Research
UR  - https://trid.trb.org/view/703624
ER  - 

TY  - CONF
AN  - 00977197
JO  - Transportation Research Board Conference Proceedings on the Web
PB  - Transportation Research Board
AU  - Fletcher, D R
AU  - Transportation Research Board
TI  - ENVIRONMENTAL SPATIAL INFORMATION FOR TRANSPORTATION: A PEER EXCHANGE ON PARTNERSHIPS. INTRODUCTION; MEETING SUMMARY AND KEY THEMES; NEXT STEPS
PY  - 2004
IS  - 1
SP  - p. 1-10
AB  - This peer exchange workshop documented lessons learned by early adopters of innovative environmental data-sharing practices. Teams of practitioners from four states--Washington, Virginia, Texas, and Florida--representing transportation organizations, environmental regulators, and nongovernmental organizations shared their experiences in partnering to develop environmental databases that meet the needs of multiple organizations and permit improved transportation decisions.  Their presentations highlighted successful partnering strategies and issues, including balancing differing stakeholder goals, sharing resources by many organizations, using information technology for sharing environmental information, and eliminating barriers to further data-sharing activities.  Key themes that emerged from the discussion were: (1) How do you get the right data to the right people at the right time at the lowest cost?  (2) How can you improve data quality with limited resources?  (3) How can you bridge the wide cultural differences between transportation and environmental specialists? (4) How do you institutionalize collaborative data relationships among groups who have historically not trusted or cooperated with each other? and (5) How do you redefine data stewardship roles and responsibilities?  The group concluded the workshop by discussing specific follow-on activities that could be pursued by individual participants, such as publishing data-partnering case histories; including case histories in various environmental workshops and training courses; supporting and participating in peer-to-peer mentoring, presentations, site visits (scanning tours), and so forth; developing environmental process primers, white papers, and brochures; sponsoring a follow-on federal resource agency peer exchange; and developing a manual of best practices and methods for resource agencies.
U1  - Environmental Spatial Information for Transportation:  A Peer Exchange on PartnershipsOffice of National Environmental Policy Act Facilitation, Federal Highway AdministrationWoods Hole, Massachusetts StartDate:20030623 EndDate:20030624 Sponsors:Office of National Environmental Policy Act Facilitation, Federal Highway Administration
KW  - Data quality
KW  - Data sharing
KW  - Databases
KW  - Environmental protection
KW  - Information management
KW  - Information technology
KW  - Partnerships
KW  - Peer groups
KW  - Spatial analysis
KW  - Transportation planning
KW  - Workshops
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cpw_1.pdf
UR  - https://trid.trb.org/view/705132
ER  - 

TY  - CONF
AN  - 00977199
JO  - Transportation Research Board Conference Proceedings on the Web
PB  - Transportation Research Board
AU  - Carter-Lovejoy, S
AU  - PARK, T
AU  - Widner, D K
AU  - Transportation Research Board
TI  - ENVIRONMENTAL SPATIAL INFORMATION FOR TRANSPORTATION: A PEER EXCHANGE ON PARTNERSHIPS. STATE REPORTS - VIRGINIA
PY  - 2004
IS  - 1
SP  - p. 30-39
AB  - At this peer exchange workshop, teams of practitioners from four states, representing transportation organizations, environmental regulators, and nongovernmental organizations, shared their experiences in partnering to develop environmental databases that meet the needs of multiple organizations and permit improved transportation decisions.  This report presents the partnering strategies from the state of Virginia.  The report contains the responses to 25 questions that the workshop organizing committee believed would help summarize important dimensions of data sharing.
U1  - Environmental Spatial Information for Transportation:  A Peer Exchange on PartnershipsOffice of National Environmental Policy Act Facilitation, Federal Highway AdministrationWoods Hole, Massachusetts StartDate:20030623 EndDate:20030624 Sponsors:Office of National Environmental Policy Act Facilitation, Federal Highway Administration
KW  - Data sharing
KW  - Databases
KW  - Environmental protection
KW  - Information management
KW  - Partnerships
KW  - Peer groups
KW  - Spatial analysis
KW  - Transportation planning
KW  - Virginia
KW  - Workshops
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cpw_1.pdf
UR  - https://trid.trb.org/view/705134
ER  - 

TY  - CONF
AN  - 00977196
JO  - Transportation Research Board Conference Proceedings on the Web
PB  - Transportation Research Board
AU  - Transportation Research Board
TI  - ENVIRONMENTAL SPATIAL INFORMATION FOR TRANSPORTATION: A PEER EXCHANGE ON PARTNERSHIPS. SUMMARY OF A WORKSHOP, WOODS HOLE, MASSACHUSETTS, JUNE 23-24, 2003
PY  - 2004
IS  - 1
SP  - 84 p.
AB  - This report contains a summary of the proceedings of a workshop that documented lessons learned by early adopters of innovative environmental data-sharing practices.  Participants came from a range of organizations, including state departments of transportation, metropolitan planning organizations, nonprofit organizations, and natural resources and regulatory agencies. In addition to a summary of state team presentations and discussions on development of environmental databases, the report includes a short list of follow-on activities and responses to questions designed to help summarize dimensions of data sharing.  Among the motivating factors for the workshop were the following:  increasing congressional demand on the U.S. Department of Transportation and federal environmental agencies to improve internal operations; the need to improve and shorten the entire transportation project environmental review and permitting process; the Federal Highway Administration's performance goals for environmental stewardship and streamlining processes; and the necessity for all levels of government to reengineer outdated business processes by incorporating better information management practices.
U1  - Environmental Spatial Information for Transportation:  A Peer Exchange on PartnershipsOffice of National Environmental Policy Act Facilitation, Federal Highway AdministrationWoods Hole, Massachusetts StartDate:20030623 EndDate:20030624 Sponsors:Office of National Environmental Policy Act Facilitation, Federal Highway Administration
KW  - Data sharing
KW  - Databases
KW  - Environmental protection
KW  - Environmental reviews
KW  - Environmental stewardship
KW  - Information management
KW  - Partnerships
KW  - Peer groups
KW  - Spatial analysis
KW  - Transportation planning
KW  - Workshops
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cpw_1.pdf
UR  - https://trid.trb.org/view/705131
ER  - 

TY  - CONF
AN  - 00977198
JO  - Transportation Research Board Conference Proceedings on the Web
PB  - Transportation Research Board
AU  - Oman, E
AU  - Lanzer, E
AU  - Spencer, G
AU  - HOLM, J
AU  - Harless, J L
AU  - Tubbs, N
AU  - Transportation Research Board
TI  - ENVIRONMENTAL SPATIAL INFORMATION FOR TRANSPORTATION: A PEER EXCHANGE ON PARTNERSHIPS. STATE REPORTS - WASHINGTON STATE
PY  - 2004
IS  - 1
SP  - p. 11-29
AB  - At this peer exchange workshop, teams of practitioners from four states, representing transportation organizations, environmental regulators, and nongovernmental organizations, shared their experiences in partnering to develop environmental databases that meet the needs of multiple organizations and permit improved transportation decisions.  This report presents the partnering strategies from the state of Washington.  The report contains the responses to 25 questions that the workshop organizing committee believed would help summarize important dimensions of data sharing.
U1  - Environmental Spatial Information for Transportation:  A Peer Exchange on PartnershipsOffice of National Environmental Policy Act Facilitation, Federal Highway AdministrationWoods Hole, Massachusetts StartDate:20030623 EndDate:20030624 Sponsors:Office of National Environmental Policy Act Facilitation, Federal Highway Administration
KW  - Data sharing
KW  - Databases
KW  - Environmental protection
KW  - Information management
KW  - Partnerships
KW  - Peer groups
KW  - Spatial analysis
KW  - Transportation planning
KW  - Washington (State)
KW  - Workshops
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cpw_1.pdf
UR  - https://trid.trb.org/view/705133
ER  - 

TY  - CONF
AN  - 00977200
JO  - Transportation Research Board Conference Proceedings on the Web
PB  - Transportation Research Board
AU  - Ludeke, A K
AU  - Lueckenhoff, D
AU  - Tyree, J
AU  - Smith, C
AU  - Transportation Research Board
TI  - ENVIRONMENTAL SPATIAL INFORMATION FOR TRANSPORTATION: A PEER EXCHANGE ON PARTNERSHIPS. STATE REPORTS - TEXAS
PY  - 2004
IS  - 1
SP  - p. 40-49
AB  - At this peer exchange workshop, teams of practitioners from four states, representing transportation organizations, environmental regulators, and nongovernmental organizations, shared their experiences in partnering to develop environmental databases that meet the needs of multiple organizations and permit improved transportation decisions.  This report presents the partnering strategies from the state of Texas.  The report contains the responses to 25 questions that the workshop organizing committee believed would help summarize important dimensions of data sharing.
U1  - Environmental Spatial Information for Transportation:  A Peer Exchange on PartnershipsOffice of National Environmental Policy Act Facilitation, Federal Highway AdministrationWoods Hole, Massachusetts StartDate:20030623 EndDate:20030624 Sponsors:Office of National Environmental Policy Act Facilitation, Federal Highway Administration
KW  - Data sharing
KW  - Databases
KW  - Environmental protection
KW  - Information management
KW  - Partnerships
KW  - Peer groups
KW  - Spatial analysis
KW  - Texas
KW  - Transportation planning
KW  - Workshops
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cpw_1.pdf
UR  - https://trid.trb.org/view/705135
ER  - 

TY  - CONF
AN  - 00977201
JO  - Transportation Research Board Conference Proceedings on the Web
PB  - Transportation Research Board
AU  - Irwin, C L
AU  - Oetting, J
AU  - Zwick, P
AU  - Kawula, R J
AU  - Clarendon, R
AU  - Transportation Research Board
TI  - ENVIRONMENTAL SPATIAL INFORMATION FOR TRANSPORTATION: A PEER EXCHANGE ON PARTNERSHIPS. STATE REPORTS - FLORIDA
PY  - 2004
IS  - 1
SP  - p. 50-64
AB  - At this peer exchange workshop, teams of practitioners from four states, representing transportation organizations, environmental regulators, and nongovernmental organizations, shared their experiences in partnering to develop environmental databases that meet the needs of multiple organizations and permit improved transportation decisions.  This report presents the partnering strategies from the state of Florida.  The report contains the responses to 25 questions that the workshop organizing committee believed would help summarize important dimensions of data sharing.
U1  - Environmental Spatial Information for Transportation:  A Peer Exchange on PartnershipsOffice of National Environmental Policy Act Facilitation, Federal Highway AdministrationWoods Hole, Massachusetts StartDate:20030623 EndDate:20030624 Sponsors:Office of National Environmental Policy Act Facilitation, Federal Highway Administration
KW  - Data sharing
KW  - Databases
KW  - Environmental protection
KW  - Florida
KW  - Information management
KW  - Partnerships
KW  - Peer groups
KW  - Spatial analysis
KW  - Transportation planning
KW  - Workshops
UR  - https://trid.trb.org/view/705136
ER  - 

TY  - SER
AN  - 00977145
JO  - HSIS Summary Report
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - AN EXAMINATION OF FAULT, UNSAFE DRIVING ACTS, AND TOTAL HARM IN CAR-TRUCK COLLISIONS
PY  - 2004
SP  - 8 p.
AB  - This is a summary of the full report by the same title, which can be found in Transportation Research Record No. 1830 (TRB, 2003).  The Federal Motor Carrier Safety Administration (FMCSA) has given high priority to research regarding collisions between large trucks and other vehicles on the roadway.  This research aims to improve knowledge about the high-risk behaviors of truck and car drivers.  Past literature indicates that fault is more likely to be attributed to car drivers than to truck drivers in fatal crashes, but there is a need for information on assigned fault in nonfatal/total crashes.  In addition, although researchers used a sample of 1,000 crashes to verify previously identified unsafe driving acts (UDAs), final UDA rankings were based on expert opinion.  There is a need to further verify these findings with crash data, where possible.  Finally, none of the previous studies has associated critical crash types or maneuvers with specific roadway characteristics.  Such an analysis could help define new roadway-based countermeasures and inform efforts to improve driver behaviors and vehicle performance.  This current study attempts to meet these needs.
KW  - Automobile drivers
KW  - Crash data
KW  - Fatalities
KW  - Fault (Blame)
KW  - High risk drivers
KW  - Risk taking
KW  - Truck crashes
KW  - Truck drivers
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04085/04085.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04085/index.cfm
UR  - https://trid.trb.org/view/705109
ER  - 

TY  - RPRT
AN  - 00977120
AU  - Iowa Department of Transportation
TI  - THE IOWA RIVER BRIDGE: PROGRESS THROUGH PRESERVATION
PY  - 2004
SP  - v.p.
AB  - The Iowa River Greenbelt is secluded and peaceful, a haven for bald eagles and for canoeists.  It is an area of great historic, ecological and archaeological significance.  In an effort to minimize impact on this rare remaining fragment of a strip of old-growth woodland, which survived the age of agriculture, engineers constructing the Iowa River Bridge used a unique construction technique not normally used in the U.S., a process called launching.  The U.S. 20 bridge is a 460-m (1,510-ft), steel I-girder structure, consisting of five 92-m (302-ft) spans supported on four concrete piers and two end abutments.  Two 20-m (66-ft) precast concrete spans connect the bridge to the roadway approaches.  This package contains a 32-minute DVD on the history of the Iowa River Bridge project, the project planning, design issues, construction issues, awards and lessons learned, and a CD containing a report on the launch monitoring and a collection of construction photographs.
KW  - Archaeology
KW  - Construction
KW  - Ecology
KW  - Environmental protection
KW  - Girder bridges
KW  - Historic preservation
KW  - Iowa River
KW  - Launching (Construction)
UR  - https://trid.trb.org/view/703702
ER  - 

TY  - RPRT
AN  - 00977097
AU  - Federal Highway Administration
TI  - LEVERAGING RESOURCES TO ADDRESS TRANSPORTATION NEEDS
PY  - 2004
SP  - 8 p.
AB  - This brochure describes the Transportation Pooled Fund (TPF) Program.  The objectives of the TPF Program are to leverage resources, avoid duplication of effort, undertake large-scale projects, obtain greater input on project definition, achieve broader dissemination of results, and address issues of regional and national interest.  A State department of transportation (DOT) or the Federal Highway Administration (FHWA) must sponsor each TPF project.  For a study to qualify for the TPF Program, more than one State transportation agency, Federal agency, other agency (such as a municipality or metropolitan planning organization), university, or private company must find the subject important enough to volunteer funds or other resources to conduct the research, planning, or technology transfer activity.  The program has a website, www.pooledfund.org, accessible to anyone with an interest in pooled fund studies. Developed under National Cooperative Highway Research Program Project 20-39(2), the site allows for online solicitations of and commitments by prospective partners, and posting of work schedules, progress reports, submittals, and deliverables.  It also serves as a tool for tracking implementation activities. When a project is completed, the final report is posted on the site, where it can be transferred electronically to partners and State DOT libraries, as well as to the Transportation Research Information Services and the National Technical Information Service.  This brochure provides detailed information on the program magnitude and diversity.
KW  - Brochures
KW  - Financing
KW  - Planning
KW  - Pooled funds
KW  - Research
KW  - State departments of transportation
KW  - Technology transfer
KW  - U.S. Federal Highway Administration
KW  - Websites (Information retrieval)
UR  - http://www.fhwa.dot.gov/publications/research/general/pooledfund/04105/04105.pdf
UR  - http://www.pooledfund.org/Reports/Leveraging_Resources04105.pdf
UR  - https://trid.trb.org/view/703176
ER  - 

TY  - RPRT
AN  - 00975861
AU  - Federal Highway Administration
TI  - HAVE YOU HEARD THE RUMBLING ABOUT DROWSY DRIVERS?
PY  - 2004
SP  - 4 p.
AB  - This pamphlet describes a drowsy driver's encounter with rumble strips.  Shoulder rumble strips have proven to be very effective for warning drivers that they are about to drive off the road. The pamphlet also cautions drivers to stop trying to "drive through" their fatigue like they would drive through a rainstorm.  Driving while drowsy can result in run-off-road events.  Nationwide, run-off-road events account for more than one-third of all traffic fatalities.  Safety tips are provided to help avoid drowsy driving.  These tips are recommended by the National Sleep Foundation.
KW  - Brochures
KW  - Fatalities
KW  - Fatigue (Physiological condition)
KW  - Prevention
KW  - Ran off road crashes
KW  - Rumble strips
UR  - https://trid.trb.org/view/702642
ER  - 

TY  - RPRT
AN  - 00975824
AU  - Boodlal, L
AU  - KLS Engineering
AU  - Federal Highway Administration
TI  - ACCESSIBLE SIDEWALKS AND STREET CROSSINGS - AN INFORMATIONAL GUIDE
PY  - 2004
SP  - 41 p.
AB  - This guide focuses on some of the emerging accessibility issues and the design parameters that affect sidewalk and street crossing design and operation.  Following an introduction, the guide is presented in the following 12 sections:  (1) The Legal Framework; (2) Understanding Sidewalk Users; (3) Sidewalk Corridors; (4) Sidewalk Grades and Cross Slopes; (5) Sidewalk Surfaces; (6) Protruding Objects; (7) Driveway Crossings; (8) Curb Ramps; (9) Providing Information to Pedestrians; (10) Accessible Pedestrian Signals; (11) Pedestrian Crossings; and (12) A Checklist.
KW  - Accessibility
KW  - Accessible pedestrian signals
KW  - Crosswalks
KW  - Curb ramps
KW  - Curbs
KW  - Design
KW  - Driveways
KW  - Guidelines
KW  - Legal factors
KW  - Pedestrians
KW  - Protruding objects (Sidewalks)
KW  - Sidewalk cross slopes
KW  - Sidewalk grades
KW  - Sidewalk surfaces
KW  - Sidewalks
UR  - http://ntl.bts.gov/lib/24000/24800/24891/011102.pdf
UR  - https://trid.trb.org/view/702607
ER  - 

TY  - CONF
AN  - 00974959
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Trilling, D
AU  - Eberhard, J
AU  - Transportation Research Board
TI  - SAFE MOBILITY FOR A MATURING SOCIETY: A NATIONAL AGENDA: DRAFT, OCTOBER 18, 2002
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 313-318
AB  - Out of a series of regional forums, focus groups, conferences, and stakeholder roundtables over the last several years, a vision of America's transportation system has evolved.  It is summarized in the opening paragraph and set forth as a National Agenda to provide safe mobility for a maturing society.  Its organizing principle is to enable safe driving as late in life as possible and to offer other convenient transportation options when walking and driving are not feasible.  The National Agenda identifies the following seven areas where professionals need to make concerted efforts to manage safe transportation for our aging population:  1) Develop state and local safe-mobility action plans; 2) Promote safer, easier-to-use roadways; 3) Create safer, easier-to-use automobiles; 4) Improve older driver competency; 5) Promote better, easier-to-use public transportation services; 6) Better public information; and 7) Basic and social research needs.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Driver competency
KW  - Highway design
KW  - Land use
KW  - Mobility
KW  - Pedestrian areas
KW  - Public information programs
KW  - Public transit
KW  - Research
KW  - Safety
KW  - Transportation planning
KW  - Vehicle safety
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702088
ER  - 

TY  - CONF
AN  - 00974948
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Schieber, F
AU  - Transportation Research Board
TI  - HIGHWAY RESEARCH TO ENHANCE SAFETY AND MOBILITY OF OLDER ROAD USERS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 125-154
AB  - This paper presents a review of the literature dealing with the safety and mobility of older road users.  It begins with comments on the 1988 Transportation Research Board Special Report 218, "Transportation in an Aging Society: Improving Mobility and Safety for Older Persons," a milestone in the history of transportation research.  This review makes three assumptions:  "old" was defined to include people age 65 or older; the criterion used to make judgments was the 85th percentile level of performance of a designated older sample or group; and older volunteers in most of the studies represented the 80% of older people living independently in a community and capable of successfully performing activities of daily living. A major development since the release of Special Report 218 was intelligent transportation systems (ITS) research and development.  ITS technology offers not only the promise to assist older travelers but also the potential to increase their burden if the information-processing demands of in-vehicle interfaces are engineered without special regard for older people's emerging needs and changes in capacity.  This review covers four areas:  highway geometric design; traffic operations; traffic-control devices; and highway lighting.  The review concludes with two lists, one containing suggestions for implementation and the other suggestions for research.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Geometric design
KW  - Highway design
KW  - Highway operations
KW  - Intelligent transportation systems
KW  - Literature reviews
KW  - Mobility
KW  - Research
KW  - Safety
KW  - Street lighting
KW  - Traffic control devices
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702077
ER  - 

TY  - CONF
AN  - 00974955
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Milton, K
AU  - Transportation Research Board
TI  - IMPACT OF PUBLIC INFORMATION ON SAFE TRANSPORTATION OF OLDER PEOPLE
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 259-272
AB  - The pace of age-related debilitating change cannot be predicted for the individual, but for older drivers as a group many characteristics can be anticipated and responses developed. Disseminating the growing body of knowledge on the physical and cognitive problems that older drivers must face sooner or later to a poorly informed public is one function of an information and education program.  Second, this program would distribute the specialized information and corrective strategies that can help older people stay safely on the road longer.  Third, the program would alert older people to the possibility that one day they may have to move out of the driver's seat and into an alternative form of transportation.  This difficult transition point can be reconciled more easily with advance thought and planning.  Fourth, the program would address the interest groups that have a particular stake in the safety and mobility of seniors, such as families, friends, doctors, therapists, other caregivers, traffic police, automobile manufacturers, highway engineers, social service agents, and lawmakers.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged drivers
KW  - Education
KW  - Information dissemination
KW  - Mobility
KW  - Public information programs
KW  - Safety
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702084
ER  - 

TY  - CONF
AN  - 00974957
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Kerschner, H
AU  - Aizenberg, R
AU  - Transportation Research Board
TI  - FOCUS GROUP PARTICIPANTS REFLECT ON TRANSPORTATION
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 293-301
AB  - A series of focus groups was conducted to obtain first-hand accounts from seniors and lay caregivers about their experiences, concerns, and hopes.  The project was a partnership effort among a group of national organizations and a variety of community and grassroots organizations that embraced the project and drew on local networks to recruit participants for the focus groups.  The results are presented in the passionate voices of the participants themselves.  At the conclusion of the focus groups, participants completed a written survey including a series of items asking about priority transportation actions that they believed would most benefit seniors.  The choices were recommendations developed by transportation, aging, and health care authorities and practitioners who attended community forums.  The actions fell within four areas:  automobile and highway, driver assessment, pedestrian safety, and alternative transportation.  After recording preferences on the survey instrument, participants were asked to vote during a postsurvey discussion.  Although there was some variation in responses across the three target groups (transportation-rich seniors, transportation-deprived seniors, and concerned family and friends), surprising consistency emerged across groups and across states.  Overall results are presented in this paper. One of the key findings related to what seniors and caregivers said that they need and want in transportation--the five A's of transportation:  availability; accessibility; acceptability; affordability; and adaptability.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Acceptability
KW  - Accessibility
KW  - Adaptation (Psychology)
KW  - Affordability
KW  - Aged
KW  - Availability
KW  - Caregivers
KW  - Focus groups
KW  - Needs assessment
KW  - Transportation planning
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702086
ER  - 

TY  - CONF
AN  - 00974950
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - OXLEY, J
AU  - Fildes, B N
AU  - Dewar, R E
AU  - Transportation Research Board
TI  - SAFETY OF OLDER PEDESTRIANS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 167-191
AB  - Walking is vital to the mobility of older road users for not only essential daily tasks but also social contacts and exercise.  It follows that safe pedestrian travel also is an important factor in maintaining mobility for older road users. There is an urgent need to provide pedestrian-friendly road environments that are safe, convenient, and comfortable.  This paper addresses the many issues associated with the safety of older pedestrians in five major sections.  The first section provides an overview of the recent trends in pedestrian crashes, the causal factors related to pedestrian crashes, the types of crashes in which older pedestrians are involved, and the injury outcomes.  The second section reviews pedestrian travel and crashes, the use of motorized wheelchairs, the involvement of alcohol, and seasonal effects on pedestrian travel and crash experience.  Third, an examination of the associations among behavioral risk factors, crashes, and aging is provided.  This section reviews the known risk factors for older pedestrians, with a focus on age-related changes in functional abilities that may increase the risk of collision.  The fourth section identifies several factors that affect pedestrian crashes, including land use and road design, vehicle design, intelligent transportation systems, education, and enforcement.  The section also provides suggestions for countermeasure development.  The fifth section draws some conclusions on how to improve older-pedestrian safety through research and implementation.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Abilities
KW  - Aged
KW  - Alcohol use
KW  - Behavior
KW  - Countermeasures
KW  - Crash causes
KW  - Crash types
KW  - Education
KW  - Highway design
KW  - Implementation
KW  - Injuries
KW  - Intelligent transportation systems
KW  - Land use
KW  - Law enforcement
KW  - Motorized wheelchairs
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Research
KW  - Risk analysis
KW  - Seasons
KW  - Trend (Statistics)
KW  - Vehicle design
KW  - Walking
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702079
ER  - 

TY  - CONF
AN  - 00974951
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Giuliano, G
AU  - Transportation Research Board
TI  - LAND USE AND TRAVEL PATTERNS AMONG THE ELDERLY
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 192-210
AB  - In addressing land use and travel patterns among the elderly, this paper presents the following: a) A brief summary of the literature on land use and travel patterns and some contextual description of larger urban development trends; b) Descriptive information on basic measures of travel by local and regional location characteristics; c) Results of total daily travel models as a function of selected land use characteristics; since public transit use is such an important aspect of land use policy discussions, results from various models of transit use are included; and d) The potential of land use policy to promote accessibility and reduce reliance on the private automobile.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Accessibility
KW  - Aged
KW  - Land use
KW  - Literature reviews
KW  - Policy
KW  - Public transit
KW  - Travel demand
KW  - Travel patterns
KW  - Urban development
KW  - Utilization
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702080
ER  - 

TY  - CONF
AN  - 00974954
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Caird, J
AU  - Transportation Research Board
TI  - IN-VEHICLE INTELLIGENT TRANSPORTATION SYSTEMS: SAFETY AND MOBILITY OF OLDER DRIVERS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 236-255
AB  - Restrictions to mobility from policy or age-related declines in driving capability limit the lifestyles of elderly people. Maintaining an independent and meaningful lifestyle that is supported by driving requires an array of policy, service, infrastructure, and technical solutions.  In-vehicle intelligent transportation systems (ITS) applications are an obvious technical solution.  If ITS products are to be beneficial, they must accommodate the capacities of older drivers and the safety needs of all drivers.  Older drivers may benefit from the array of ITS technologies being developed if the technologies are designed using human factors principles and practices.  In this paper, a brief introduction to in-vehicle ITS technologies precedes a review of the empirical research on the in-vehicle ITS applications that have included older drivers as a user group.  Given that many ITS applications are in the early stages of development, issues of design guidelines, standards, and evaluation methods also are discussed.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged drivers
KW  - Evaluation
KW  - Guidelines
KW  - Human factors
KW  - Intelligent transportation systems
KW  - Mobility
KW  - Safety
KW  - Standards
KW  - Vehicle design
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702083
ER  - 

TY  - CONF
AN  - 00974958
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Aizenberg, R
AU  - Transportation Research Board
TI  - RESEARCH, DEVELOPMENT, AND PROGRAM IMPLEMENTATION: CONFERENCE BREAKOUT SESSIONS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 302-312
AB  - In 1998 the Transportation Research Board (TRB) agreed to review and follow up TRB Special Report 218: "Transportation in an Aging Society."  A committee was formed to guide the overall process and, specifically, to develop and implement an international conference.  The purposes of the conference were to review research-related and other activities completed since the release of Special Report 218 that dealt with older-people transportation issues, identify future research needs, and address the implementation of research findings.  The conference was organized around a series of themes.  Each of the theme areas was informed by one or more state-of-the-art reports, developed by experts in the area.  To stimulate discussion among the participants, the program included 16 breakout sessions relating to the theme areas.  This paper presents the results of the breakout sessions.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Conferences
KW  - Development
KW  - Implementation
KW  - Mobility
KW  - Research
KW  - Safety
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702087
ER  - 

TY  - CONF
AN  - 00974949
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Staplin, Loren
AU  - Transportation Research Board
TI  - HIGHWAY ENHANCEMENTS TO IMPROVE SAFETY AND MOBILITY OF OLDER ROAD USERS: PRACTICAL APPLICATIONS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 155-166
AB  - As the number and proportion of older road users in the United States increases, there is a special urgency to improve their safety and mobility.  This paper directs attention to the highway modifications that can make an immediate difference. The modifications suggested are only those that are considered to be possible from a cost standpoint.  The priorities for application of the recommendations in this paper are:  new construction; reconstruction of current facilities; regularly scheduled maintenance activities and spot treatments where crashes have occurred; and other demonstrated safety problem-solving or locally desired proactive approaches.  The highway improvements in this paper represent a subset of the practices recommended in the Federal Highway Administration's "Highway Design Handbook for Older Drivers and Pedestrians."
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Highway design
KW  - Highway safety
KW  - Improvements
KW  - Mobility
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702078
ER  - 

TY  - CONF
AN  - 00974956
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Cobb, R W
AU  - Coughlin, J F
AU  - Transportation Research Board
TI  - TRANSPORTATION POLICY FOR AN AGING SOCIETY: KEEPING OLDER AMERICANS ON THE MOVE
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 275-289
AB  - Research and anecdotal evidence have shown that people routinely view the ability to travel as synonymous with personal freedom and independence.  For example, many older people see mobility as inextricably linked to personal image, dignity, and well-being.  Other research has suggested that the ability to stay connected to friends and community is an important element to physical and mental health.  Most adults equate mobility with the ability to drive; the loss of driving is seen as a handicap, which results in, at best, a change in lifestyle and, at worst, the end of life as they know it.  One survey of older people at a health maintenance organization in Southern California identified losing the ability to drive as more frightening than even the loss of a spouse or the poor health of a child.  Despite the importance of transportation to personal lives and society's capacity to ensure the productivity of one of its fastest-growing populations, over the last decade there has been little policy movement that would suggest serious progress in keeping an older America on the move.  In this analysis, although transportation is critical to individuals and the community, there are many institutional and system barriers to policy innovation.  This paper examines policy evolution and developments between 1988 and 2000, characterizes the political dynamics governing transportation policy for an aging society, and concludes with policy research recommendations that may provide new impetus and urgency to the issue.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Mobility
KW  - Political factors
KW  - Recommendations
KW  - Research
KW  - Transportation policy
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702085
ER  - 

TY  - CONF
AN  - 00974952
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Pike, J
AU  - Transportation Research Board
TI  - REDUCING INJURIES AND FATALITIES TO OLDER DRIVERS: VEHICLE CONCEPTS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 213-226
AB  - The purpose of this paper is to address the increasing older-driver fatality rate from the vehicle perspective.  In other words, this paper is an overview of past, current, and future vehicle concepts and initiatives that may have the potential for mitigating both the frequency and the injury severity of older-driver crashes.  Occupant protection concepts are grouped into three categories:  crash avoidance, crashworthiness, and postcrash assistance.  Discussion of these concepts is followed by a discussion on recent advances in occupant protection, including advances in safety belts, airbags, side impact protection, rear impact protection, and rollover protection.  Comments on future restraint concepts concludes the discussion.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged drivers
KW  - Air bags
KW  - Crash avoidance systems
KW  - Crashworthiness
KW  - Fatalities
KW  - Future
KW  - Injuries
KW  - Occupant protection devices
KW  - Postcrash phase
KW  - Rear impact protection
KW  - Rollover crashes
KW  - Seat belts
KW  - Side crashes
KW  - Vehicle safety
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702081
ER  - 

TY  - CONF
AN  - 00974953
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Koppa, R
AU  - Transportation Research Board
TI  - AUTOMOTIVE ADAPTIVE EQUIPMENT AND VEHICLE MODIFICATIONS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 227-235
AB  - Age is not intrinsically a disability, yet there are conditions correlated with or exacerbated by aging that can be addressed using appropriate assistive technology.  This paper addresses disabilities associated with aging and the automotive adaptive equipment and vehicle modifications developed to compensate for these disabilities.  Such equipment and modifications are always customized to an individual's disability.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged drivers
KW  - Automotive adaptive equipment
KW  - Vehicle design
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702082
ER  - 

TY  - CONF
AN  - 00974941
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - HAKAMIES-BLOMQVIST, L
AU  - Transportation Research Board
TI  - SAFETY OF OLDER PERSONS IN TRAFFIC
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 22-35
AB  - Older road users--vehicle drivers, occupants, pedestrians, and cyclists--clearly have a higher risk of serious injury and fatality in traffic, but the question of whether they also are at higher risk of crashes remains unresolved.  Older persons' greater physical vulnerability leads to an overrepresentation of their crashes in databases based on injury outcome.  Similarly, their risk estimates based on mileage driven are overestimated when compared with those of younger drivers with a higher yearly mileage.  Older drivers' crash-type distribution reflects both their strengths and their weaknesses.  Most of their crashes occur at intersections, and older drivers' crashes seldom involve speeding or risky overtaking.  Attempts to relate crash risk to driver characteristics have successfully shown an increased risk related to certain illnesses such as dementia of the Alzheimer's type (DAT).  In contrast, correlations between crash rates and measures of specific functional abilities in healthy older drivers typically have been low.  As a consequence of their increasing participation in traffic, older drivers' share of traffic crashes undoubtedly will grow during the next few decades.  However, future trends in crash rates may present a discontinuous development because of changes in the older driver population itself and in the physical and social operating environment.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Abilities
KW  - Aged drivers
KW  - Alzheimer's disease
KW  - Crash rates
KW  - Crash risk forecasting
KW  - Dementia
KW  - Fatalities
KW  - Future
KW  - Injuries
KW  - Trend (Statistics)
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702070
ER  - 

TY  - CONF
AN  - 00974943
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Owsley, C
AU  - Transportation Research Board
TI  - DRIVER CAPABILITIES
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 44-55
AB  - Safe driving relies on key skills involving visual, cognitive, and physical capabilities.  Impairments in these functional capabilities can occur at any age but are more prevalent in the older population.  A large body of research over the past decade has demonstrated that certain functional impairments in older drivers elevate crash risk and have a negative impact on driving performance.  A clear understanding about how diminished capabilities contribute to crash risk in older drivers would greatly facilitate society's efforts to develop strategies for reducing crash rates in this population and to enhance driving mobility.  Certain medical conditions also affect driving in older adults (a) by engendering functional problems and (b) through the side-effects of the medications used in treatment. The role of medical factors is addressed in another paper in these proceedings.  This paper addresses the major advances over the past decade in understanding how diminished capabilities in the older population affect driver safety and performance, and how these advances point toward research priorities for the future.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged drivers
KW  - Cognition
KW  - Crash rates
KW  - Future
KW  - Mobility
KW  - Motor skills
KW  - Performance
KW  - Research
KW  - Safety
KW  - Vision
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702072
ER  - 

TY  - CONF
AN  - 00974945
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Staplin, Loren
AU  - Hunt, L
AU  - Transportation Research Board
TI  - DRIVER PROGRAMS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 69-94
AB  - The approaching, unprecedented surge in the population of older Americans deserves thoughtful anticipation, with innovative programs that satisfy two apparently contradictory social imperatives.  The continuing mobility of seniors in their 70s, 80s, and older must be assured.  Emphasis must be placed on keeping older people driving as long as they safely can and providing safe, convenient, desirable, and dignified transportation alternatives when they cannot.  At the same time, the increasing likelihood of decline in the various functional capabilities needed to drive safely--an undeniable consequence of normal aging plus a higher incidence of chronic and acute medical conditions--makes it a public health priority to identify and assess individuals who pose risks to themselves and others by continuing to drive.  Progress in developing and integrating initiatives in these areas and promising future directions are discussed in this paper.  The scope of this discussion includes the following principal components:  Goals and techniques for the assessment of driver capabilities; Remediation of older drivers with known impairments and counseling of such people and their care-givers to help find the best transportation options available to meet their mobility needs; Current programs and promising directions for licensed older drivers; and Recognition that although older drivers do not present a greater risk to other road users than middle-aged drivers do, they are at greater risk to themselves because of their greater fragility; their activities may be limited by self-imposed restrictions, which they place on their driving as well.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Attention
KW  - Counseling
KW  - Evaluation and assessment
KW  - Memory
KW  - Mobility
KW  - Motor skills
KW  - Public health
KW  - Remediation
KW  - Risk analysis
KW  - Safety
KW  - Vision
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702074
ER  - 

TY  - CONF
AN  - 00974939
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Transportation Research Board
TI  - TRANSPORTATION IN AN AGING SOCIETY: A DECADE OF EXPERIENCE. TECHNICAL PAPERS AND REPORTS FROM A CONFERENCE, NOVEMBER 7-9, 1999, BETHESDA, MARYLAND
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - 335 p.
AB  - The purpose of this conference was to review what has been accomplished in research and implementation since the publication of Transportation Research Board (TRB) Special Report 218, "Transportation in an Aging Society" (1988), and to identify future research and implementation needs for achieving safer mobility for older persons.  The conference was organized around a series of background papers commissioned by the TRB Committee on Older Person Safety and Mobility.  These papers were subjected to peer review before presentation at the conference.  The conference included breakout sessions focusing on each of the background paper topics.  Following the conference, paper authors revised their drafts based on comments heard at the conference and on comments from members of the conference committee.  These revised papers, which were reviewed by the committee, form the contents of this report.  The conference committee also concluded that four topics had not been adequately covered in the original set of topics.  As a result, additional authors were commissioned to prepare papers on these topics, and the additional papers were reviewed and are included in this report.  Two additional papers included are a summary and description of the most recent version of the "national agenda for older person mobility" and a summary of a series of focus groups with older persons and older-person caregivers which were held around the country.  The 20 papers are organized according the following headings:  Data and Characteristics of Older Drivers; Driver Programs; Mobility Solutions; Highway Design, Pedestrian Facilities, and Land Use; Vehicle Design and Intelligent Transportation Systems; Public Education and Information; Policy; and Conference and Postconference Reports. Appendices provide author contact information and a list of conference participants.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Conferences
KW  - Driver improvement programs
KW  - Focus groups
KW  - Highway design
KW  - Intelligent transportation systems
KW  - Land use
KW  - Mobility
KW  - Pedestrian areas
KW  - Public information programs
KW  - Public transit
KW  - Safety
KW  - Transportation policy
KW  - Vehicle design
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702068
ER  - 

TY  - CONF
AN  - 00974940
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Rosenbloom, S
AU  - Transportation Research Board
TI  - MOBILITY OF THE ELDERLY: GOOD NEWS AND BAD NEWS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 3-21
AB  - This paper has seven sections that accomplish the following purposes:  (1) Evaluate older people's population trends and analyze the demographic differences; (2) Identify basic travel patterns and trends among the elderly, including the dramatic increase in automobility and travel over the last 10 years; (3) Consider differences in the travel patterns of those with and without a driver's license; (4) Focus on women's travel and the still growing gender disparities as people age; (5) Evaluate differences in travel patterns by race and ethnicity (differences not generally explained by income or residential location); (6) Summarize the "bad news"; and (7) Outline positive steps to ensure that the good news about aging outweighs the bad.  In conclusion, it is stated that, to meet the needs of older people, a comprehensive strategy will need to be developed--one that encompasses all the substantive issues and links all the policy arenas that affect the travel patterns of older people.  Such a strategy will include:  effective driver evaluation and retraining programs, better-designed cars and improved signage and information systems on roads and highways, user-friendly public transport networks, choice of transportation alternatives, well-designed land use and housing choices, cost-effective delivery of private and public services, and coordinated delivery of human and social services.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Demographics
KW  - Ethnic groups
KW  - Gender
KW  - Land use
KW  - Mobility
KW  - Mode choice
KW  - Population
KW  - Public service
KW  - Public transit
KW  - Race
KW  - Retraining
KW  - Social service
KW  - Strategic planning
KW  - Traffic signs
KW  - Travel patterns
KW  - Traveler information and communication systems
KW  - Trend (Statistics)
KW  - Vehicle design
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702069
ER  - 

TY  - CONF
AN  - 00974947
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Freund, K
AU  - Transportation Research Board
TI  - SURVIVING WITHOUT DRIVING: POLICY OPTIONS FOR SAFE AND SUSTAINABLE SENIOR MOBILITY
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 114-121
AB  - This paper provides a practical approach to transportation planning for an aging population.  The needs of older citizens are predictable, so accommodating them is possible.  Policies and actions that encourage private investment, volunteerism, and advanced information technology are the keys to the successful design, development, and implementation of an effective and efficient transportation system that meets the needs and desires of the aging population in the United States.  With modes set aside and transportation reduced to fundamental components, two primary elements emerge:  resources and logistics.  Resources are the economic means, in any form and from any source, to fund a transportation process.  Logistics refers to the arrangement and connection between and among the events in a transportation process.  Two primary forces--technology and policy--act on the two primary elements.  The three kinds of technology are mechanical, energy, and information.  Policy, of course, guides all the above.  The action of the twin forces of technology and policy on the primary elements of resources and logistics, within the context of consumer choice, produces transportation. All transportation may be understood in terms of these two primary elements and two primary forces within this context. Change any one of these four components of the transportation framework, or change consumer choice through marketing, and some or all of the other primary elements and forces change responsively.  In combination, they form a useful heuristic device, a conceptual framework with which to understand both advancements and barriers in transportation, historically and predictively.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Economics
KW  - Logistics
KW  - Mobility
KW  - Policy
KW  - Technology
KW  - Transportation planning
KW  - Transportation policy
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702076
ER  - 

TY  - CONF
AN  - 00974946
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Suen, S L
AU  - Sen, L
AU  - Transportation Research Board
TI  - MOBILITY OPTIONS FOR SENIORS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 97-113
AB  - Individuals' transition away from driving can be helped by mobility planning and counseling, enabling individuals to identify mobility requirements and try various alternatives before having to use them.  Mobility alternatives to the private automobile initially are needed for trips that older drivers prefer to avoid--for example, nighttime driving, congested areas, and peak times.  These options help seniors to maintain their dignity, independence, and choice for as long as possible. Patterns of land use, growth of services such as the Internet for shopping and social interaction, and direct delivery of goods will affect the acceptability and viability of transit alternatives.  The trend of reduced number of journeys and length of journeys with aging mainly reflects a changing pattern of activities by emphasizing the difference between traveling and having the ability to travel.  Seniors who remain active and mobile live longer, while seniors without alternatives may suffer from loneliness and depression.  For policy makers and transportation providers, "gray power" is a force to be reckoned with.  The seniors of tomorrow will be more affluent, more vocal, and increasingly used to claiming their rights.  Because they likely will be more active than previous generations in their retirement, shopping, banking, and recreation trips will continue, and health-related trips are expected to increase. The number of older people is increasing, particularly the number of people age 80 or older.  Transportation providers cannot afford to ignore this growing travel market segment.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Alternatives analysis
KW  - Counseling
KW  - Market segmented groups
KW  - Mobility
KW  - Planning
KW  - Policy making
KW  - Public transit
KW  - Transportation planning
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702075
ER  - 

TY  - CONF
AN  - 00974942
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Smiley, A
AU  - Transportation Research Board
TI  - ADAPTIVE STRATEGIES OF OLDER DRIVERS
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 36-43
AB  - The aging process affects the visual, auditory, and information-processing abilities, all of which in turn affect driving.  The bulk of the literature on older drivers focuses on the negative changes in driver performance.  Is there any hope for older drivers?  Somewhat less attention has been given to what the driver does do.  Here, there is more room for optimism about older drivers.  Humans are by nature adaptive.  Changes in physical, perceptual, and cognitive abilities are new conditions that everyone faces with time.  Adaptive changes concern conscious and unconscious decisions made by older drivers in relation to driving and in response to conscious and unconscious awareness of declining functions and changing mobility needs.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Abilities
KW  - Adaptation (Psychology)
KW  - Aged drivers
KW  - Cognition
KW  - Hearing loss
KW  - Performance
KW  - Vision
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702071
ER  - 

TY  - CONF
AN  - 00974944
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - O'Neill, D
AU  - Dobbs, B M
AU  - Transportation Research Board
TI  - AGE-RELATED DISEASE, MOBILITY, AND DRIVING
SN  - 0309077451
PY  - 2004
IS  - 27
SP  - p. 56-66
AB  - The interface between public health and the mobility of older people has been neglected.  The dialogue also has been dysfunctional because much of the literature has concentrated on safety at the expense of mobility.  Not only is this an inversion of older people's priorities, but it also does not reflect their safety record.  Developing a dialogue among the disciplines of transportation research, public health, geriatric medicine, traffic psychology, and the other disciplines involved will require time, open minds, and opportunities to work in concert.  Topics addressed in this paper include:  health professionals; disease and disability; and barriers to a positive health approach for age-related disease and mobility.
U1  - Transportation in an Aging Society:  A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board
KW  - Aged
KW  - Aged drivers
KW  - Diseases and medical conditions
KW  - Geriatric medicine
KW  - Mobility
KW  - Public health
KW  - Research
KW  - Traffic psychology
KW  - Transportation
UR  - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf
UR  - https://trid.trb.org/view/702073
ER  - 

TY  - SER
AN  - 00974914
JO  - HSIS Summary Report
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - EVALUATION OF LANE REDUCTION "ROAD DIET" MEASURES AND THEIR EFFECTS ON CRASHES AND INJURIES
PY  - 2004
SP  - 6 p.
AB  - Road diets are often conversions of four-lane undivided roads into three lanes (two through lanes and a center turn lane). The fourth lane may be converted to bicycle lanes, sidewalks, and/or on-street parking.  In other words, existing space is reallocated; the overall area remains the same.  This study evaluated road diets at several locations in California and Washington.  Key findings of this study are: 1) Crash frequencies at road diets in the after period were approximately 6% lower than at the corresponding comparison sites; 2) Crash rates did not change significantly from the before period to the after period; 3) Road diet conversions did not affect crash severity; and 4) Road diet conversions did not result in a significant change in crash types.
KW  - Accident frequencies
KW  - Before and after studies
KW  - California
KW  - Crash rates
KW  - Crash severity
KW  - Crash types
KW  - Four lane highways
KW  - Highway design
KW  - Road diets
KW  - Three lane highways
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04082/
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04082/04082.pdf
UR  - https://trid.trb.org/view/702061
ER  - 

TY  - RPRT
AN  - 00973807
AU  - American Meteorological Society
AU  - Federal Highway Administration
AU  - National Science Foundation
TI  - WEATHER AND HIGHWAYS: REPORT OF A POLICY FORUM
PY  - 2004
SP  - 33 p.
AB  - The Atmospheric Policy Program of the American Meteorological Society (AMS) created a forum to encourage spirited policy dialogues about the use of road weather information services. These dialogues resulted in recommendations on ways to improve the operations and safety of highways in the United States through more effective use of weather information. The forum occurred on November 4 and 5, 2003 in Washington, DC.  It was comprised of three panel discussions focusing on the use of, and policy issues relating to, road weather information systems.
KW  - Conferences
KW  - Highway operations
KW  - Highway safety
KW  - Policy
KW  - Recommendations
KW  - Road weather information systems
UR  - http://www.ametsoc.org/atmospolicy/documents/WxHighwaysFinalReport.pdf
UR  - https://trid.trb.org/view/697727
ER  - 

TY  - RPRT
AN  - 00974190
AU  - Federal Highway Administration
TI  - ITS/OPERATIONS RESOURCE GUIDE 2004
PY  - 2004
SP  - v.p.
AB  - This document is a comprehensive listing of over 400 documents, websites, training courses, software tools, and points of contact related to Intelligent Transportation Systems (ITS). Section headings are as follows:  How To Use This Guide; How To Search This Guide; Featured Resources; Points of Contact; Transportation Security; Planning; System Operations; Transit; Freight Operations; Intelligent Vehicle Initiative; and Cross-Cutting Resources.
KW  - Freight transportation
KW  - Guides to information
KW  - Intelligent transportation systems
KW  - Intelligent Vehicle Initiative
KW  - Operations
KW  - Public transit
KW  - Security
KW  - Transportation planning
KW  - Websites (Information retrieval)
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13947_files/frame_sec3.htm
UR  - https://trid.trb.org/view/698519
ER  - 

TY  - RPRT
AN  - 00974171
AU  - Fleming, G G
AU  - Knauer, H S
AU  - Lee, CSY
AU  - PEDERSEN, S
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - FHWA HIGHWAY NOISE BARRIER DESIGN HANDBOOK
PY  - 2004
SP  - v.p.
AB  - This updated handbook reflects substantial improvements and changes in noise barrier design that have evolved since the original 1976 publication.  This handbook, which is accompanied by a videotape and a companion CD-ROM, addresses both acoustical and non-acoustical issues associated with highway noise barrier design.  Section 1 presents a general overview, a historical perspective, and the objectives of the handbook.  Section 2 presents definitions of terminology used throughout the document.  Section 3 describes the acoustical considerations of highway noise barrier design, including a brief discussion on noise barrier performance.  Section 4 presents noise barrier types, their descriptions, and special features.  Section 5 describes noise barrier materials, including barrier surface texture treatments.  Section 6 discusses noise barrier aesthetics.  Section 7 describes the utility considerations associated with barrier design.  Section 8 describes the structural considerations associated with barrier design. Section 9 describes the safety considerations associated with barrier design.  Section 10 details the product evaluation process.  Section 11 describes the installation considerations associated with barrier design.  Section 12 describes the maintenance considerations associated with barrier design. Section 13 describes the cost considerations associated with barrier design.  Section 14 presents the typical barrier design process.  Section 15 describes how to assess a barrier's effectiveness, including performance, costs, and community acceptance.  Section 16 describes the various tools and information sources that are available to aid in the design process.
KW  - Acceptance
KW  - Acoustics
KW  - Aesthetics
KW  - Costs
KW  - Design
KW  - Handbooks
KW  - Installation
KW  - Maintenance
KW  - Materials
KW  - Noise barriers
KW  - Performance
KW  - Safety
KW  - Structural design
KW  - Texture
UR  - http://www.fhwa.dot.gov/environment/noise/manual.htm
UR  - http://ntl.bts.gov/lib/35000/35700/35778/FHWA-EP-00-005.pdf
UR  - https://trid.trb.org/view/698517
ER  - 

TY  - RPRT
AN  - 00972492
AU  - Federal Highway Administration
TI  - KEY FINDINGS FROM LTPP ANALYSIS 2000-2003
PY  - 2004
SP  - 40 p.
AB  - The Long-Term Pavement Performance (LTPP) program established in 1987, is a comprehensive 20-year study of in-service pavements using a series of rigorous long-term field experiments to monitor more than 2,400 asphalt and portland cement concrete (PCC) pavement test sections across the United States and Canada.  This document highlights some key findings from LTPP analysis studies completed between 2000 and 2003.  The goal of this report is to provide LTPP partners with information that can help them in their efforts to design, build, and maintain cost-effective and long-lasting pavements, by providing sections on: site conditions, structural features, material characterization, initial roughness, pavement maintenance, pavement rehabilitation, and local calibration of the 2002 Pavement Design Guide.
KW  - Asphalt pavements
KW  - Calibration
KW  - Canada
KW  - Concrete pavements
KW  - Long-Term Pavement Performance Program
KW  - Materials
KW  - Pavement components
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Roughness
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/04032/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/04032/04032.pdf
UR  - https://trid.trb.org/view/697190
ER  - 

TY  - RPRT
AN  - 00970579
AU  - Federal Highway Administration
TI  - PROCEEDINGS FROM THE MICHAEL WAYNE O'NEILL AUGER CAST-IN-PLACE PILE SESSIONS: RECENT EXPERIENCES & ADVANCEMENTS IN THE U.S. AND ABROAD ON THE USE OF AUGER CAST-IN-PLACE PILES, 83RD ANNUAL TRANSPORTATION RESEARCH BOARD MEETING, WASHINGTON, D.C., JANUARY 13, 2004
PY  - 2004
SP  - 118 p.
AB  - The Transportation Research Board (TRB) Committee on Foundations and Other Structures (A2K03) sponsored two sessions at TRB's 2004 Annual Meeting on auger cast-in-place piles -- Recent Experiences and Advancements in the United States and Abroad on the Use of Auger Cast-in-Place Piles.  This publication, dedicated to Dr. Michael Wayne O'Neill, contains the proceedings of those sessions.  The proceedings are comprised of the following papers:  "The Development of ACIP Piling Systems and Equipment and the new B-Tronic Quality Control System," W.G. Brunner; "Augured Cast-in-Place and Driven Pre-stressed Concrete Pile Field Performance Comparison," R.P. Frizzi and R.V. Vedula; "Automated Inspection Control of Augercast Piles," G. Piscsalko and G. Likins; "The Development and Testing of the ScrewSol Rotary Displacement Pile," N.J. Wharmby; "Economy, Benefits and Limitations of NDT for Augered-Cast-in-Place Piles," F. Rausche, B. Robinson and G. Likins; "New Concept for Monitoring the CFA Casting Phase," S. Magali; "A Study of Design Procedures for Augured Cast-in-Place Piles in Clay," J. Moss and R.W. Stephenson; and "Monitoring of Drilling Resistance for Augered Cast-in-Place Piles," T. Brettmann.
KW  - Augers
KW  - Automated inspection
KW  - Cast in place structures
KW  - Clay
KW  - Continuous flight auger
KW  - Design methods
KW  - Installation
KW  - Monitoring
KW  - Nondestructive tests
KW  - Pile driving
KW  - Piles (Supports)
KW  - Quality control
UR  - https://trid.trb.org/view/696550
ER  - 

TY  - RPRT
AN  - 00971095
AU  - Federal Highway Administration
TI  - LTPP: YEAR IN REVIEW 2003
PY  - 2004
SP  - 13 p.
AB  - The Long-Term Pavement Performance (LTPP) program collects data from more than 1,800 active pavement sections in the United States and Canada, analyzes these data, and then translates these insights into products and information for pavement design, rehabilitation, maintenance, and management. This report outlines LTPP's 2003 area accomplishments and previews some 2004 programs.  The 2003 accomplishments fall under the following headings: data collection, data analysis,  products, and field operations.  The report also discusses pooled fund studies undertaken in 2003, and describes how research results were disseminated.  Partnerships are also discussed.
KW  - Analysis
KW  - Data collection
KW  - Field studies
KW  - Information dissemination
KW  - Long-Term Pavement Performance Program
KW  - Partnerships
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Products
KW  - Rehabilitation (Maintenance)
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/04041.pdf
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/2003yir.cfm
UR  - https://trid.trb.org/view/696706
ER  - 

TY  - ABST
AN  - 01460744
TI  - Development of Low Speed W-Beam Guardrail Transition Designs
AB  - This is a Deception Pass State Park Roadside Safety Improvement Project.
KW  - Beams
KW  - Guardrail terminals
KW  - Guardrails
KW  - Highway safety
KW  - Research projects
KW  - Roadside improvement
UR  - https://trid.trb.org/view/1228962
ER  - 

TY  - RPRT
AN  - 00969863
AU  - Tadros, M K
AU  - Sun, C
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - IMPLEMENTATION OF THE SUPERSTRUCTURE/SUBSTRUCTURE JOINT DETAILS
PY  - 2003/12/31
SP  - 83 p.
AB  - Prestressed concrete girder bridges are generally made continuous by adding the longitudinal reinforcement in the deck over the pier.  With this continuity method, the superstructure is continuous only for one-third of the total load.  The pier diaphragm, which is normally cast prior to the deck, may experience distress because no negative moment resistance is available as the deck is being placed.  An innovative threaded rod continuity system was introduced to make the precast girders continuous for deck weight.  Based on the connection detail developed in a previous Nebraska Department of Roads project titled "Superstructure/Substructure Joint Details," a standard bolted connection detail was proposed to couple the precast girders.  The precast girders are made continuous for approximately two-thirds of the loads, which results in reduced demand for prestress and for high strength concrete at release. The same girder size can span about 15% longer than the conventional system.  The bridge performance is improved as the negative moment due to deck weight more than offsets the positive moment due to time-dependent restraint and no cracking at the piers would develop.  The Clarks Viaduct is the first bridge in the United States using the threaded rod continuity system.  Its completion showed that this system was simple for construction without need of specialty contractor.  With the reasonable cost saving, this system also provides a feasible alternative for concrete superstructures to compete with long span steel bridges.
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Girder bridges
KW  - Implementation
KW  - Joints (Engineering)
KW  - Prestressed concrete bridges
KW  - Threaded rod continuity system
UR  - http://www.transportation.nebraska.gov/mat-n-tests/research/BridgeOther/Final%20Report%20P514.pdf
UR  - https://trid.trb.org/view/680906
ER  - 

TY  - RPRT
AN  - 00970447
AU  - BREWER, A
AU  - Schuerger, J
AU  - HOPE, J
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - SURFACE TRANSPORTATION SECURITY AND RELIABILITY INFORMATION SYSTEM MODEL DEPLOYMENT: IFLORIDA FINAL SYSTEM DESIGN
PY  - 2003/12/23
SP  - 63 p.
AB  - This iFlorida System Design document utilizes the guidelines presented in the Electronic Industries Alliance (EIA) standard entitled "EIA 632 Processes for Engineering a System."  This standard is intended for both industry and government applications, and it encourages tailoring to allow efficient application to any enterprise that performs an engineering function.  The standard's general document structure has been modified to support the multifaceted project nature of the iFlorida endeavor.  The primary focus of this document is the Conditions System design and its associated external interfaces. The iFlorida System equates to the Conditions System plus its associated external automated and manual interfaces.
KW  - Florida
KW  - Ground transportation
KW  - Intelligent transportation systems
KW  - Model deployment
KW  - Reliability
KW  - Security
KW  - System design
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13961/13961.pdf
UR  - https://trid.trb.org/view/696483
ER  - 

TY  - RPRT
AN  - 00969877
AU  - Adams, T M
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - INTEGRATED FIELD AND OFFICE TOOLS FOR BRIDGE MANAGEMENT
PY  - 2003/12/22
SP  - 62 p.
AB  - The Wisconsin Department of Transportation (WisDOT) Bureau of Structures data consolidation project brings together all bridge-related data into a single Highway Structure Inventory System (HSIS) data warehouse including inventory, inspection and maintenance records, and maintenance cost.  With the new HSIS, WisDOT's interactive bridge inspection forms and data procedures became incompatible.  The HSIS presented a timely opportunity to investigate alternative data collection tools that are practicable in the field.  This research investigates the use of field data tools for bridge inspection.  Bridge inspectors participated in identifying functional requirements leading to an assembly of field tools including Tablet PC with shoulder carrying case, noise-canceling headset microphone, and tethered pen.  Bridge inspectors from 6 districts volunteered for training to use the handwriting and speech recognition technologies and then to test the tools for practical use in bridge inspection.  This report presents the tool selection process, training, and evaluation of technology adoption and economic benefits.  The report includes an evaluation of alternative technologies choices along with recommendation for full deployment.
KW  - Alternatives analysis
KW  - Bridge management systems
KW  - Bridges
KW  - Costs
KW  - Data collection
KW  - Data warehouses
KW  - Deployment
KW  - Inspection
KW  - Inventory
KW  - Maintenance
KW  - Recommendations
KW  - Records management
KW  - Technological innovations
KW  - Training
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/6887/04%2001.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-10toolsbridgemanagement-f.pdf
UR  - https://trid.trb.org/view/680942
ER  - 

TY  - RPRT
AN  - 01090482
AU  - Benekohal, Rahim F
AU  - Girianna, Montty
AU  - Chitturi, Madhav V
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - A Comparison between the Turn On and Turn Off Characteristics of
Incandescent and LED Traffic Signal Modules
PY  - 2003/12/18/Project Report
SP  - 27p
AB  - Illinois Department of Transportation (IDOT) has been replacing the incandescent traffic signal modules with LED modules at various intersections. Using LED modules from different manufacturers on the same intersection approach may create an unsynchronized turn on and turn off characteristics that may be noticeable to some motorists. The objective of this study was to compare the turn on and turn off characteristics of incandescent and LED modules. Data was collected and analyzed to determine the turn on and turn off characteristics of incandescent and LED (Gelcore and Dialight) traffic signal modules. Several measures to quantify the signal modules’ characteristics were introduced. These measures included fade in and fade out times, turn on and turn off delay, overlaps/gaps of colors between consecutive phase intervals. For all colors, the LED lenses had shorter fade in times when compared with the incandescent lens. The fade in time for LED Dialight was shorter than that for LED Gelcore, for all the three colors. For solid green, the LED Dialight lens had the longest fade out time. For yellow and red, the LED Dialight lenses had shorter fade out times when compared to the other two lenses. For solid yellow and red, the incandescent lens had the longest fade out time. Except for LED Dialight solid red, all LED lenses turned on a fraction of second later than the corresponding incandescent lenses. LED Dialight solid red lens turned on earlier than the incandescent solid red lens. Except for LED Gelcore solid green lens all the LED lenses turned off a fraction of second earlier than the corresponding incandescent lenses.
KW  - Drivers
KW  - Green interval (Traffic signal cycle)
KW  - Incandescent lamps
KW  - Light emitting diodes
KW  - Red interval (Traffic signal cycle)
KW  - Signalized intersections
KW  - Traffic signal control systems
KW  - Traffic signals
KW  - Turn on turn off (Traffic signals)
KW  - Visual perception
KW  - Yellow interval (Traffic signal cycle)
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-121.pdf
UR  - http://ntl.bts.gov/lib/24000/24700/24732/TES-121.pdf
UR  - https://trid.trb.org/view/849969
ER  - 

TY  - RPRT
AN  - 00969834
AU  - Minchin, R E
AU  - Herbsman, Z
AU  - Choi, J
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - AN ECONOMIC EVALUATION BASED ON TOTAL COST OF AGGREGATE BASE VS. ASPHALT BASE IN THE FDOT ROAD CONSTRUCTION OPERATION
PY  - 2003/12/17
SP  - 127 p.
AB  - On the majority of highway projects let by the Florida Department of Transportation (FDOT), each bidder has traditionally been allowed to choose which base material they would use to construct the project if they were awarded the contract.  The choice usually comes down to an aggregate (usually limerock) base vs. a hot-mix asphalt (HMA) base.  When using only direct cost parameters, in most cases, the limerock alternative appears to be the most cost effective.  However, some or all of the savings experienced in the purchase may be offset when considering total cost including road user and construction engineering and inspection costs.  This research effort attempts to develop a tool that compares the total cost of limerock base and HMA base.  This tool, called a Cost Decision Tool (CDT), provides users with economic evaluations for limerock and HMA base options.  The economic evaluation performed by the CDT will enable the FDOT practitioner to make a more reasonable and informed base material decision based on total cost/benefit parameters.
KW  - Aggregate mixtures
KW  - Asphalt mixtures
KW  - Base course (Pavements)
KW  - Benefit cost analysis
KW  - Cost effectiveness
KW  - Decision making
KW  - Decision support systems
KW  - Economic analysis
KW  - Hot mix asphalt
KW  - Road construction
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_CN/FDOT_BC354_72_rpt.pdf
UR  - https://trid.trb.org/view/680824
ER  - 

TY  - RPRT
AN  - 00973622
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - ALASKA DEPARTMENT OF TRANSPORTATION & PUBLIC FACILITIES: LAND MOBILE RADIO SYSTEM PHASE I PILOT REPORT
PY  - 2003/12/15
SP  - 11 p.
AB  - This report presents an executive summary, the project overview, Intelligent Transportation System standards and lessons learned for implementation of an Integrated Voice and Data, Land Mobile Radio System (ITS technologies for the Alaska Department of Transportation and Public Facilities).  The project overview covers the planning, research, testing, development, procurement and implementation processes used in completing the Land Mobile Radio Pilot Project.
KW  - Alaska
KW  - Development
KW  - Implementation
KW  - Intelligent transportation systems
KW  - Mobile radio
KW  - Planning
KW  - Procurement
KW  - Research
KW  - Standards
KW  - Testing
KW  - Voice communication
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13948_files/13948.pdf
UR  - https://trid.trb.org/view/697630
ER  - 

TY  - ABST
AN  - 01557259
TI  - Research for the AASHTO Standing Committee on Planning. Task 40. National Site Visits on Transportation and Growth
AB  - The objective of this task is to conduct several visits of successful real world sustainable development projects.  The purpose is to provide technology transfer opportunities between policy officials, technical staff, land use developers, and finance professionals.  With several transportation-supported smart growth projects reaching fruition, host sponsors in these areas will share their success stories with representatives from other areas embarking on or contemplating similar initiatives.  Video, digital and written logs coupled with the use of a professional scribe will provide the basis for unique technology transfer to interested policy officials and professionals beyond those participating in the site visits.  Information sharing and technology transfer will focus particularly on project drivers, before-and-after conditions, performance measures, partnerships and community-building.
KW  - Digital cameras
KW  - National Cooperative Highway Research Program
KW  - Policy making
KW  - Research projects
KW  - Technology
KW  - Transportation planning
KW  - Urban growth
KW  - Video cameras
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1343
UR  - https://trid.trb.org/view/1346919
ER  - 

TY  - RPRT
AN  - 01457360
AU  - McCullouch, Bob G
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Maintenance Quality Assurance Program
PY  - 2003/12/09/Final Report
SP  - 71p
AB  - An INDOT maintenance QA (quality assurance) program has been developed and implemented at the activity level. Every maintenance activity is checked and evaluated by QA guidelines. One area that has been considered as an ideal candidate for QA is at the management level of maintenance operations. This program uses a random sample population at a certain confidence level to evaluate the maintenance condition of INDOT roads. Five categories are evaluated: pavement, roadside features, shoulder, drainage, and traffic control. A field inspection program utilizes INDOT personnel and resources. A scoring program yields results that provides for category and individual item evaluations. Data collected in this program can be used to evaluate resource utilization and maintenance budgets. Statewide evaluation and District and even sub-district evaluations can be performed.
KW  - Budgeting
KW  - Highway maintenance
KW  - Level of service
KW  - Quality assurance
KW  - Random sampling
KW  - Resource utilization
UR  - http://dx.doi.org/10.5703/1288284313265
UR  - https://trid.trb.org/view/1218837
ER  - 

TY  - ABST
AN  - 01460916
TI  - Improved Dual Loop Derived Truck and Speed Data
AB  - Obtaining proper, real-time truck vehicle classification and speed data from the current dual-loop system is currently a problem. This research will identify loops in need of adjustment, determine necessary adjustments and develop a field manual for maintaining the dual-loop system.  The result will be improved truck classification and speed data from the dual loop system.
KW  - Loop detectors
KW  - Loops (Control systems)
KW  - Research projects
KW  - Speed and delay studies
KW  - Traffic control
KW  - Truck traffic
KW  - Vehicle classification
UR  - https://trid.trb.org/view/1229134
ER  - 

TY  - ABST
AN  - 01464673
TI  - Synthesis of Information Related to Highway Problems. Topic 35-03. Crash Records Systems
AB  - <p align="left">TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 350: Crash Records Systems examines crash records systems practices and programs as applied to highway and traffic safety.  The report covers crash data collection, crash processing and management, and data linkages for reporting and analysis.  While no single comprehensive system examples are identified in the report, many examples of one or more successful components were found to address the needs of three groups of stakeholders--data collectors, data managers, and data users.  The report also contains information about lessons learned from examples of successful systems, addressing the needs and concerns of stakeholders. </p>
KW  - Crash data
KW  - Crash records
KW  - Crashes
KW  - Data collection
KW  - Highway safety
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=71
UR  - https://trid.trb.org/view/1232905
ER  - 

TY  - ABST
AN  - 01464671
TI  - Synthesis of Information Related to Highway Problems. Topic 35-05. Developing Transportation Agency Leaders
AB  - <p align="left">TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 349: Developing Transportation Agency Leaders examines practices and innovative approaches that address the development of transportation leadership in today's work environment.  The report covers demographics, recruitment and retention, leadership training, and succession management.  </p><p><br /></p>
KW  - Leadership
KW  - Management
KW  - Personnel retention
KW  - Recruiting
KW  - Training
KW  - Transportation departments
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=73
UR  - https://trid.trb.org/view/1232903
ER  - 

TY  - ABST
AN  - 01464668
TI  - Synthesis of Information Related to Highway Problems. Topic 35-10. Improving the Safety of Older Road Users
AB  - <p>TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 348: Improving the Safety of Older Road Users examines programs and policies in place across the country to improve the safety and mobility of older road users. The report documents a range of strategies and related programs under way in roadway engineering, driver licensing, public information and education, and enforcement and adjudication.</p>
KW  - Accident prone drivers
KW  - Aged
KW  - Aged drivers
KW  - Driver licensing
KW  - Driving cessation
KW  - Mobility
KW  - Revocation
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=78
UR  - https://trid.trb.org/view/1232900
ER  - 

TY  - ABST
AN  - 01460833
TI  - Synthesis of Information Related to Highway Problems. Topic 35-07. Inspection and Maintenance of Cable-Stayed Bridges
AB  - Cable-stayed bridges require rigorous inspection and preventative maintenance. There are a variety of techniques that can be utilized directly for establishment of a systematic inspection and maintenance procedure for cable-stayed bridges.  The synthesis will address newer inspection techniques and identify and document specific stay cable repair and rehabilitation solutions to correct recurring stay cable performance problems. The consultant delivered the final draft in April 2005. Publication is expected in January 2005.
KW  - Crash injury research
KW  - Highway design
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Operations
KW  - Reports
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=75
UR  - https://trid.trb.org/view/1229051
ER  - 

TY  - ABST
AN  - 01460754
TI  - RWIS Phase 2
AB  - The objective of this research project is to provide comprehensive weather information that will both help the Washington State Department of Transportation (WSDOT) maintain its roadways and help the public travel more safely.
KW  - Highway safety
KW  - Information systems
KW  - Research projects
KW  - Traveler information and communication systems
KW  - Weather
UR  - https://trid.trb.org/view/1228972
ER  - 

TY  - RPRT
AN  - 01453995
AU  - Fekpe, Edward
AU  - Battelle
AU  - Federal Highway Administration
TI  - Fuel Tax Attribution Process Review and Documentation
PY  - 2003/12/01/Draft Final Report
SP  - n.p.
AB  - Recognizing the increasing importance of accurate, timely reporting of motor fuel and related attribution data in determining state-funding shares, the FHWA is reviewing the motor fuel data reporting system used to collect this information. As part of the continuous improvement process, FHWA has implemented certain changes directed at improving the quality and timeliness of fuel tax data reported by the states. This project is designed to conduct an independent comprehensive review of FHWA's methodology for analyzing state motor fuel data and attribution of  Federal Highway Trust Funds (HTF) receipts to the states. The primary objective of the review is to allow the FHWA to better ensure that the motor fuel attribution process yields reliable information and the "best possible" estimates for use in distributing Federal highway programs funds to the states. The review examines data quality, efficiency of the system in processing motor fuel data, consistency of data processing and risk management processes with standard and best practices, and any institutional issues. This project focuses on the following areas: 1) The impact of changes implemented by FHWA on the fuel tax data acquisition and analysis process - e.g., the use of a Smart Input tool by the states to submit fuel tax data, and the oversight process to improve the quality of data submitted to the FHWA. 2) The consistency and reliability of the procedures and models used in the data analysis leading to attribution include such questions as: "Are the business rules logical and consistency applied?" This includes a review of the FHWA's instructions or guidelines to the states regarding reporting of fuel tax data.
KW  - Attribution
KW  - Data quality
KW  - Evaluation and assessment
KW  - Federal Highway Trust Fund
KW  - Fuel taxes
KW  - Government funding
KW  - Information processing
KW  - Oversight
KW  - Performance measurement
KW  - United States
UR  - http://www.fhwa.dot.gov/policyinformation/motorfuel/ftap/index.cfm
UR  - https://trid.trb.org/view/1222395
ER  - 

TY  - RPRT
AN  - 00977105
AU  - Federal Highway Administration
TI  - HIGHWAY STATISTICS 2002
SN  - 0160515831
PY  - 2003/12/01
SP  - 189 p.
AB  - This is an annual report containing analyzed statistical data on motor fuel, motor vehicles, driver licensing, highway-user taxation, State and local highway finance, highway mileage, Federal-aid for highways, as well as information on the Nationwide Personal Transportation Survey, and selected international data.  This report has been published each year since 1945.  These and other State-by-State tabulations are also available in electronic format on the Internet at http://www.fhwa.dot.gov/policy/ohpi/.
KW  - Annual reports
KW  - Driver licensing
KW  - Federal aid
KW  - Finance
KW  - Highway mileage
KW  - Highway user taxation
KW  - Highways
KW  - International
KW  - Local government
KW  - Motor fuels
KW  - Motor vehicles
KW  - Nationwide Personal Transportation Survey
KW  - States
KW  - Statistics
UR  - http://www.fhwa.dot.gov/policy/ohpi/hss
UR  - https://trid.trb.org/view/703182
ER  - 

TY  - RPRT
AN  - 01531747
AU  - Marquis, Brian
AU  - Peabody, Dale
AU  - Mallick, Rajib B
AU  - Soucie, Tim
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Determination of Structural Layer Coefficient for Roadway Recycling Using Foamed Asphalt
PY  - 2003/12//Final Report
SP  - 31p
AB  - In 2003, three Maine projects were selected for testing in order to determine the structural strength of foamed asphalt layers. The test plan consisted of conducting falling weight deflectometer (FWD) tests, obtaining samples, and conducting laboratory tests on samples. The test results are listed in tables one through seven. It is recommended that a rational and effective pavement investigation system be developed to identify such sections (with large aggregates) properly and in time (well before construction), such that the mix design and construction can be done with good confidence and adequate performance can be expected from pavements with foamed asphalt treated full depth reclaimed mixes.
KW  - Foamed asphalt
KW  - Full-depth reclamation
KW  - Layer coefficient (Pavements)
KW  - Maine
KW  - Mix design
KW  - Road construction
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p26final.pdf
UR  - https://trid.trb.org/view/1316343
ER  - 

TY  - RPRT
AN  - 01510048
AU  - United States Federal Highway Administration
TI  - I-69 Evansville to Indianapolis, tier 1 : environmental impact statement
PY  - 2003/12//Volumes held: Final(4v)(v.2 has 2 parts)(v.3 is folio)
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/1294372
ER  - 

TY  - RPRT
AN  - 01363763
AU  - Abu al-eis, Khader
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Constructability & Performance of Micro-Silica Modified Concrete Bridge Deck Overlays
PY  - 2003/12//Final Report
SP  - 28p
AB  - The effects of construction practices and material properties on the performance of concrete bridge deck overlays are evaluated in this study. Emphasis is placed on evaluating the constructability and performance of the micro-silica modified concrete bridge deck overlay and determining if the modified micro-silica overlays are performing at a level that justifies the extra cost and construction precautions. Two continuous concrete hunched slab bridges were included in the study. Field surveys were conducted to document cracking patterns and rapid chloride permeability (RCPT) analysis. Construction data was collected from construction documents, field books, and weather data logs. The study demonstrates that crack numbers and density increased with age for bridge decks with modified micro silica overlays. Site conditions play a big role in the application and the rate of evaporation of water on the concrete surface. The delamination and total defects have increased after ten years.
KW  - Bridge decks
KW  - Concrete overlays
KW  - Cracking
KW  - Delamination
KW  - Permeability
KW  - Pozzolan
KW  - Silica fume
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wifep-10-03micro-silica.pdf
UR  - https://trid.trb.org/view/1132255
ER  - 

TY  - RPRT
AN  - 01334406
AU  - MacDonald, Douglas H
AU  - Lothrop, Jonathan C
AU  - Cremeens, David L
AU  - GAI Consultants, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Pennsylvania Historical and Museum Commission
AU  - Federal Highway Administration
TI  - Byways to the Past Technical Series, Volume 3: Pennsylvania Archaeological Data Synthesis: The Raccoon Creek Watershed
PY  - 2003/12
SP  - 140p
AB  - This document is a prehistoric archaeological data synthesis for the Raccoon Creek Watershed (Watershed D) of the Ohio River Subbasin 20. For comparative purposes, the report also includes research report information from areas peripheral to Watershed D, including the Upper Ohio Valley and southwestern Pennsylvania, in general. The report should prove useful for archaeologists or laypersons interested in the Native American prehistory of western Pennsylvania and the Upper Ohio River Valley. This document also provides contextual information and research questions for reviewers of archaeological projects at the Pennsylvania Department of Transportation (PennDOT)and the Pennsylvania Historical and Museum Commission’s Bureau for Historic Preservation for assessing the (National Register) significance of identified sites. This document is significant for PennDOT Bridge Replacement Project T-319, Beaver County Bridge No. 36 (Links Bridge), Independence Township, Beaver County, Pennsylvania.
KW  - Archaeological surveying
KW  - Bridges
KW  - Historic sites
KW  - Ohio River Valley
KW  - Raccoon Creek Watershed (Pennsylvania)
KW  - Replacement (Bridges)
UR  - https://trid.trb.org/view/1097774
ER  - 

TY  - RPRT
AN  - 01108650
AU  - Chitturi, Madhav V
AU  - Benekohal, Rahim F
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of UPS for Intersection Traffic Signals with LEDs: Findings for Myers PB-1250PC UPS
PY  - 2003/12
SP  - 21p
AB  - Uninterruptible Power Supply (UPS) systems are used to power the intersection traffic signals that have Light Emitting Diode (LED) signal modules, in case of a power failure. The objective of this study was to test the PB-1250PC UPS manufactured by Myers Power Products and verify if it meets the Illinois DOT’s specification for UPS. Multiple tests with full load (approximately 700 W) and partial loads (flashing reds with about 350W) were conducted at room temperature to determine charge and discharge times. The time to fully charge the batteries was on average 14hrs 17min. The UPS powered a full load for 2hrs 15mins. When powering a full load, the UPS took 1hr 8min to reach 40% battery level. After reaching the 40% level, the UPS powered the flashing reds for 1hr 46min. Myers PB-1250PC UPS meets the majority of the IDOT Specification requirements. It has three major and some minor shortcomings that can be corrected to satisfy all IDOT Specification requirements. The major shortcomings of this model are: the model does not have a NO and NC contact closure for indicating inverter/charger failure: the manufacturer gives a 48 hr burn-in period to each unit instead of 100 hrs required by IDOT specification, the fan in the battery cabinet runs on 48VDC instead of AC power.
KW  - Battery chargers
KW  - Electric batteries
KW  - Electric power supply
KW  - Illinois
KW  - Intersections
KW  - Light emitting diodes
KW  - Signalized intersections
KW  - Traffic signal control systems
KW  - Uninterruptible power supply
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-127.pdf
UR  - https://trid.trb.org/view/868200
ER  - 

TY  - RPRT
AN  - 01108622
AU  - Chitturi, Madhav V
AU  - Benekohal, Rahim F
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of UPS for Intersection Traffic Signals with LEDs: Findings for Alpha Novus 1000 UPS
PY  - 2003/12
SP  - 22o
AB  - Uninterruptible Power Supply (UPS) systems are used to power the intersection traffic signals that have Light Emitting Diode (LED) signal modules, in case of a power failure. The objective of this study was to test the Novus 1000 UPS manufactured by Alpha Technologies and verify if it meets the Illinois Department of Transportation's (IDOT?s) specification for UPS. Multiple tests with full load (approximately 700 W) and partial loads (flashing reds with about 350W) were conducted at room temperature to determine charge and discharge times. The time to fully charge the batteries was on average 16hrs 37min. The UPS powered a full load for 3hrs 27mins. When powering a full load, the UPS took 1hr 56min to reach 40% battery level. After reaching the 40% level, the UPS powered the flashing reds for 3hr 30min. Alpha Novus 1000 UPS meets the majority of the IDOT Specification requirements. It has two major and some minor shortcomings that can be corrected to satisfy all IDOT Specification requirements. The major shortcomings of this model are: this model does not have a NO and NC contact closure for indicating inverter/charger failure. The manufacturer gives a 16 hr burn-in period to each unit.
KW  - Battery chargers
KW  - Electric batteries
KW  - Electric power supply
KW  - Illinois
KW  - Intersections
KW  - Light emitting diodes
KW  - Signalized intersections
KW  - Traffic signal control systems
KW  - Traffic signals
KW  - Uninterruptible power supply
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-128.pdf
UR  - https://trid.trb.org/view/868201
ER  - 

TY  - RPRT
AN  - 01108613
AU  - Chitturi, Madhav V
AU  - Benekohal, Rahim F
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of UPS for Intersection Traffic Signals with LED: Findings for TechPower M 1000 UPS
PY  - 2003/12
SP  - 19p
AB  - Uninterruptible Power Supply (UPS) systems are used to power the intersection traffic signals that have Light Emitting Diode (LED) signal modules, in case of a power failure. The objective of this study was to test the M 1000 UPS manufactured by TechPower Developments Inc. and verify if it meets the Illinois Department of Transportation's (IDOT’s) specification for UPS. Multiple tests with full load (approximately 700 W) and partial loads (flashing reds with about 350W) were conducted at room temperature to determine charge and discharge times. The time to fully charge the batteries was consistently greater than 24 hrs. The UPS powered a full load for 2hrs 37mins. When powering a full load, the UPS took 1hr 35min to reach 40% battery level. After reaching the 40% level, the UPS powered the flashing reds for 2hr 10min. TechPower M 1000 UPS has some major and some minor shortcomings that can be corrected to satisfy all IDOT Specification requirements. this model does not have a NO and NC contact closure for indicating that the batteries reached 40% level. The manufacturer gives a 5 hr burn-in period to each unit. The supplied unit was taking approximately 31 hours to fully charge the batteries. The supplied batteries are 55 Amp-hr while the specification requires them to be at least 65 Amp-hr.
KW  - Battery chargers
KW  - Electric batteries
KW  - Electric power supply
KW  - Illinois
KW  - Intersections
KW  - Light emitting diodes
KW  - Signalized intersections
KW  - Traffic signal control systems
KW  - Traffic signals
KW  - Uninterruptible power supply
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-129.pdf
UR  - https://trid.trb.org/view/868204
ER  - 

TY  - RPRT
AN  - 01081310
AU  - Masad, Eyad A
AU  - Little, Dallas N
AU  - Tashman, Laith
AU  - Saadeh, Shadi
AU  - Al-Rousan, Taleb
AU  - Sukhwani, Rajni
AU  - Texas Transportation Institute
AU  - University of Texas, Austin
AU  - Aggregates Foundation for Technology, Research, and Education
AU  - Federal Highway Administration
TI  - Evaluation of Aggregate Characteristics Affecting HMA Concrete Performance
PY  - 2003/12//Research Report
SP  - 216p
AB  - This report documents the outcomes of the ICAR study on the Evaluation of Aggregate Characteristics Affecting HMA Concrete Performance. This study was conducted with support from the Federal Highway Administration (FHWA) program on Simulation, Imaging, and Mechanics of Asphalt Pavements at Texas A&M University. The first outcome includes assessment of HMA sensitivity to aggregate shape characteristics. Aggregate shape is characterized through detailed measurements of angularity, form, and texture using the Aggregate Imaging System (AIMS). The shape characteristics are presented in terms of the distribution of the property in an aggregate sample rather than an average index of this property. The second outcome of this study is the development of a viscoplastic model for permanent deformation. The model accounts for the aggregate structure in the mix, which is related to the shape properties measured using AIMS. The model capabilities are demonstrated through matching the results of testing various mixes from the Accelerated Loading Facility (ALF) of the FHWA using the triaxial creep and strength tests. In addition, the model is used to predict the response of mixes that include aggregates with different shape characteristics in order to develop relationships between the model parameters and aggregate shape characteristics. As part of the model development, an experiment was conducted to capture and characterize damage evolution in HMA due to permanent deformation. HMA specimens were loaded using a triaxial compression setup to four predefined strain levels at three confining pressures. Consequently, image analysis techniques were used to analyze damage distribution. The results of the damage experiment supported the damage evolution function proposed in the viscoplastic model.
KW  - Aggregate imaging system
KW  - Aggregate shape
KW  - Aggregate structure
KW  - Aggregate texture
KW  - Asphalt concrete
KW  - Creep tests
KW  - Hot mix asphalt
KW  - Mathematical models
KW  - Rutting
KW  - Triaxial compression tests
KW  - Viscoplasticity
UR  - http://www.engr.utexas.edu/icar/reports/203_1.pdf
UR  - https://trid.trb.org/view/840559
ER  - 

TY  - RPRT
AN  - 01075024
AU  - Federal Highway Administration
TI  - NYS Route 17 Parksville, SH 5223 Liberty-county line, Sullivan County : environmental impact statement
PY  - 2003/12//Volumes held: D(2v)(v2 is folio),F, preliminary asbestos screening investigation B1, preliminary hazardous waste/contaminated materials screening report B2, air quality assessment B3, noise report B4, visual impact assessment B5, Wetland delineation repor
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/834418
ER  - 

TY  - RPRT
AN  - 01075014
AU  - Federal Highway Administration
TI  - Administrative action, US 74 improvements, I-485 to US 601, Union and Mecklenburg counties : environmental impact statement
PY  - 2003/12//Volumes held: Draft.
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/834408
ER  - 

TY  - RPRT
AN  - 01075011
AU  - Federal Highway Administration
TI  - SR-35 Columbia River Crossing, Hood River, Oregon to White Salmon, Washington : environmental impact statement
PY  - 2003/12//Volumes held: Draft.
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834405
ER  - 

TY  - RPRT
AN  - 01074871
AU  - Federal Highway Administration
TI  - State Highway 45 Southeast from IH 35 to SH 130/US 183, Travis County : environmental impact statement
PY  - 2003/12//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/834265
ER  - 

TY  - RPRT
AN  - 01018735
AU  - Yildirim, Yetkin
AU  - Korkmaz, Armagan
AU  - Prozzi, Jorge
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Toner-Modified Asphalt Demonstration Projects
PY  - 2003/12//Technical Report
SP  - 122p
AB  - Every year a large amount of toner is produced for copiers and printers by toner manufacturing companies. Toner, the dry ink used in laser printers and copiers, can be blended in to asphalt to improve strength and temperature resistance properties. Some of the toner does not meet quality specifications for use in copiers or printers and consequently becomes a waste product of the manufacturing process. This manufacturing waste, along with the spent toner from copiers and printers, is dumped into landfills for lack of a better way to utilize the material. A cooperative research project, 7-3933, undertaken by the Texas Department of Transportation and the University of Texas at Austin, investigated the feasibility and potential benefits of utilizing waste toner in hot-mix asphalt concrete. This implementation project transferred the results from project 7-3933, in which the feasibility and potential benefits of utilizing waste toner in hot-mix asphalt concrete were investigated. The results of this study can assist industry and state agencies in their efforts to utilize toner in binder modification.
KW  - Asphalt additives
KW  - Demonstration projects
KW  - Hot mix asphalt
KW  - Toner (Dry ink)
KW  - Waste products
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_3933_01_2.pdf
UR  - https://trid.trb.org/view/772519
ER  - 

TY  - RPRT
AN  - 01015097
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Upgraded Overlay Tester and Its Application to Characterize Reflection Cracking Resistance of Asphalt Mixtures
PY  - 2003/12
SP  - 44p
AB  - Reflection cracking is a major concern when placing an overlay on a cracked pavement.  The opening and closing of joints and/or cracks induced by daily temperature cycles is a major contributor to reflection cracking.  This mechanism is currently being simulated in the laboratory at the Texas Transportation Institute (TTI) using a specially modified overlay-tester device.  To evaluate the overlay tester concept laboratory results are presented on cores from four Texas projects, three of which performed very poorly and one of which performed excellently.  The asphalt mixture on US 175 in Dallas was placed on a cracked stabilized base and did not have a single reflection crack after 10 years in service, whereas the mixtures on two projects were badly cracked after only a few months.  The results clearly show that the upgraded TTI overlay tester can effectively differentiate between the reflection cracking resistance of different asphalt mixtures.  It is also found that the reflection cracking resistance of asphalt mixture has a good correlation with the asphalt binder properties.  In this report the upgraded TTI overlay tester is also used to quantify the benefits of modified asphalt binders.  This benefit is demonstrated with a single mix where specimens were prepared with a variety of asphalt binders.  The mix prepared with PG 64-22 plus 3% SBR latex demonstrated superior reflection cracking resistance while still maintaining adequate rutting resistance.  It is proposed that the overlay tester is a practical device which can be incorporated into mixture design systems, to complement the current systems, which often focus solely on minimizing rutting potential.  In many instances it is necessary to optimize both crack resistance and rutting potential to obtain adequate long-term pavement performance.
KW  - Asphalt mixtures
KW  - Bituminous binders
KW  - Cores (Specimens)
KW  - Latex asphalt
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Reflection cracking
KW  - Simulation
KW  - Styrene butadiene rubber
KW  - Testing equipment
UR  - https://trid.trb.org/view/771544
ER  - 

TY  - RPRT
AN  - 01011198
AU  - Yu, Lei
AU  - Qiao, Fengxiang
AU  - Li, Linhua
AU  - Texas Southern University, Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Probability Generation of Frequency and Severity of Nonrecurring Congestion Due to Accidents to Improve Emissions Analysis
PY  - 2003/12//Technical Report
SP  - 100p
AB  - Accidents may cause nonrecurring congestion and result in additional delays, vehicle emissions, and other negative effects.  Studies have been conducted on the modeling of the accident frequency, duration and even lane blockage.  However, there has been less attention paid to the timely updating of the distributions of these variables.  This report presents an application of the Bayesian approach to continuously update the distribution of the accident frequency, duration, and affected lanes based on new, available information.  Data for the accident frequency in Harris County, Texas, from 1992 through mid-2000 and data for the accident duration and lanes affected in Houston, Texas, from 2000 to mid-2002 were used to construct the historical distributions, while information in recent 6 to 7 months were used to update the distributions.  Poisson, lognormal, and binomial distributions were modeled for the accident frequency (including variations for time of day and day of week), duration, and lanes affected, respectively.  The updating was realized through renewing the conjugate distributions of these modeled distributions, therefore updating key parameters inside the original modeled distributions.  The entire process, though incorporating complex probability analysis, was implemented in Microsoft Excel in a rather simple form that practical engineers and researchers can use easily.  The methods of microscopic and macroscopic estimation of emissions caused by nonrecurring congestion due to accidents were proposed and case studies in the Houston area show that extra emissions could be generated that would impact emissions in the entire area.
KW  - Air pollution
KW  - Case studies
KW  - Crash rates
KW  - Distributions (Statistics)
KW  - Estimating
KW  - Exhaust gases
KW  - Harris County (Texas)
KW  - Houston (Texas)
KW  - Nonrecurrent congestion
KW  - Probability
KW  - Traffic congestion
KW  - Traffic crashes
UR  - https://trid.trb.org/view/767684
ER  - 

TY  - RPRT
AN  - 01001479
AU  - Yu, Lei
AU  - Li, Xiugang
AU  - Zhuo, Weijie
AU  - Wang, Xiubin
AU  - Texas Southern University, Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Airport Related Traffic and Mobile Emission Implications
PY  - 2003/12
SP  - 150p
AB  - This research intends to develop a microscopic framework to model the airport related traffic and emission implications.  An approach to calibrate the driving behavior parameters of the traffic simulation model in the framework is proposed.  A case study for Intercontinental Airport of Houston (IAH) is presented.  The microscopic framework integrates a microscopic traffic simulation model and a modal emission model.  A genetic algorithm (GA)-based calibration approach defines the index of simulation accuracy as the Sum of Squared Errors (SSE) between the collected speeds and the simulated speeds at the pre-defined cross-sections along the road.  The computer program implementing the GA-based approach is developed to search for the optimal parameters values.  The field speed data are collected using the Global Positioning System (GPS).  It is found that the calibrated optimal values of the VISSIM driving behavior parameters result in a 50% decrease of the SSE value.  The produced emissions of each vehicle show that the emission profiles reflect well the trends of the acceleration/deceleration.  The emission results show that in the year 2002, the vehicles going in and out of IAH terminal area generated 2948 tons of CO2, 1.3 tons of HC, 13 tons of CO and 3.0 tons of NOx.  These results can be referred to by urban transportation planners when they conduct the airport-involved travel demand forecasting.  The microscopic framework can not only assist in the operational-level analysis of the mobile source emission implications around the airport, but also provide a powerful tool to assist in the overall airport design and planning.  The GA-based calibration approach can be used not only for airport roads, but also for other road networks.
KW  - Accuracy
KW  - Airport planning
KW  - Airport traffic
KW  - Calibration
KW  - Carbon dioxide
KW  - Carbon monoxide
KW  - Case studies
KW  - Exhaust gases
KW  - Forecasting
KW  - Genetic algorithms
KW  - George Bush Intercontinental Airport
KW  - Global Positioning System
KW  - Hydrocarbons
KW  - Microsimulation
KW  - Nitrogen oxides
KW  - Speed data
KW  - Traffic simulation
KW  - Travel demand
KW  - VISSIM (Computer model)
UR  - https://trid.trb.org/view/757233
ER  - 

TY  - RPRT
AN  - 00989323
AU  - Yu, L
AU  - Qiao, F
AU  - Zhang, Y
AU  - Tian, Z Z
AU  - Chaudhary, N
AU  - Texas Southern University, Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - YELLOW AND RED INTERVALS TO IMPROVE SIGNAL TIMING PLANS FOR LEFT-TURN MOVEMENT
PY  - 2003/12
SP  - 119 p.
AB  - This project developed and tested a framework for setting yellow change and red clearance intervals for the left-turn movement, which can be used directly by the field traffic engineers.  The framework was designed to incorporate a comprehensive set of parameters related to intersection geometry, perception, human comfort, driver behavior, safety issues, and traffic related laws.  The application of this proposed framework can improve both the safety and the efficiency of the left-turn movement at the intersection.  The field data collected from 21 intersections in 8 Texas cities were used for the preliminary calibration of three essential parameters within the improved framework.  The three essential parameters are related to drivers' entering driving behavior, drivers' behavior on left-turn curve, and drivers' tolerable centrifugal force, respectively.  After the preliminary calibration, a systematic calibration approach was designed to extend the improved framework to a wider range of intersection configurations associated with different approaching speed limits, number of left-turn lanes, control types, and truck percentages.  Through this research it is found that the existing yellow change intervals for the left-turn movement should be shorter, and the existing red clearances longer.  However, the existing total change intervals need not to be changed.  This means that the safety of left-turns can be greatly improved without decreasing the efficiency of the entire intersection operation.  This is the final report for the project, which summarizes the work that has been performed during the two-year project research.
KW  - Behavior
KW  - Calibration
KW  - Drivers
KW  - Field data
KW  - Left turns
KW  - Red interval (Traffic signal cycle)
KW  - Signalized intersections
KW  - Texas
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Yellow interval (Traffic signal cycle)
UR  - https://trid.trb.org/view/755090
ER  - 

TY  - RPRT
AN  - 00988093
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - GREATER YELLOWSTONE RURAL ITS PROJECT WORK ORDER II-2C DYNAMIC WARNING VMS EVALUATION OF MONTANA SIGNS
PY  - 2003/12
SP  - 29 p.
AB  - The major objective of this document is to summarize Greater Yellowstone Rural Intelligent Transportation System (GYRITS) Work Order II-2C, Evaluation of Dynamic Warning Signs in Montana. The report summarizes the Montana component of the evaluation of Work Order II-2C, Dynamic Warning Variable Message Signs. The overall purpose of the work order was to deploy and evaluate Dynamic Warning Variable Message Signs (DVMS) in Montana, Wyoming and Idaho. This report summarizes the evaluation of the effectiveness of the Montana signs. This report includes a description of the GYRITS Project, a system description of the dynamic warning variable message signs, an overview of the challenges and issues.
KW  - Benefits
KW  - Challenges
KW  - Dynamic warning signs
KW  - Evaluation
KW  - Greater Yellowstone Rural ITS project
KW  - Intelligent transportation systems
KW  - Montana
KW  - Rural areas
KW  - Traffic signs
KW  - Variable message signs
UR  - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=427972_WOII-2C_MT_DVMS.pdf
UR  - https://trid.trb.org/view/753736
ER  - 

TY  - CONF
AN  - 00986339
AU  - Federal Highway Administration
TI  - ACTT WORKSHOP, LOUISIANA: DECEMBER 15-17, 2003, WEST MONROE, LOUISIANA
PY  - 2003/12
SP  - 28 p.
AB  - In December 2003 the Louisiana Department of Transportation and Development (LDOTD) hosted a 2-day Accelerated Construction Technology Transfer (ACTT) workshop that brought together attendees from several states.  For its workshop, LDOTD selected a bridge project located on I-20, just south of the original downtown area on a 2.9-km (1.8-mi) section of elevated highway, which includes the spans crossing the Ouachita River in Monroe, Louisiana.  The project is to rehabilitate the 40-year-old bridge to restore the superstructure and address structural deficiencies.  The biggest challenge the project presents is traffic control during construction for 95,000 vehicles that travel this substandard section of I-20.  Shifting through traffic onto other highway systems in the area would make for a detour length of 96 km (60 mi) or more.  This report describes the workshop.
U1  - ACTT Workshop, LouisianaFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Louisiana Department of Transportation and DevelopmentWest Monroe,Louisiana,United States StartDate:20031215 EndDate:20031217 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Louisiana Department of Transportation and Development
KW  - Accelerated construction
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Bridge superstructures
KW  - Detours
KW  - Highway bridges
KW  - Highway traffic control
KW  - Monroe (Louisiana)
KW  - Rehabilitation (Maintenance)
KW  - Road construction
KW  - Technology transfer
KW  - Through traffic
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wsla0401.cfm
UR  - https://trid.trb.org/view/748060
ER  - 

TY  - RPRT
AN  - 00982092
AU  - Federal Highway Administration
TI  - LONG TERM PAVEMENT PERFORMANCE: GUIDE FOR DETERMINING DESIGN RESILIENT MODULUS VALUES FOR UNBOUND MATERIALS
PY  - 2003/12
SP  - v.p.
AB  - This CD-ROM provides users with a comprehensive background on the resilient modulus test for soil and aggregate materials and information on using test results in pavement design.  Most information contained in this tool is based upon findings from the Long Term Pavmeent Preformance (LTPP) Program.  Among other topics, this includes details on the usefulness of test results in pavement design, background of the test procedure, and techniques that can be used to reduce within- and between-laboratory variability.  This tool consists of three primary modules.  Also included is a PowerPoint slide presentation that discusses the content and use of this tool.
KW  - Aggregates
KW  - CD-ROM
KW  - Foundation soils
KW  - Laboratory tests
KW  - Long-Term Pavement Performance Program
KW  - Modulus of resilience
KW  - Pavement design
KW  - Test procedures
KW  - Variables
UR  - https://trid.trb.org/view/743441
ER  - 

TY  - RPRT
AN  - 00979954
AU  - Allen, T M
AU  - Bathurst, R J
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - PREDICTION OF REINFORCEMENT LOADS IN REINFORCED SOIL WALLS
PY  - 2003/12
SP  - 364 p.
AB  - This report represents an update to Report WA-RD 522.1. Continued technical review of this work by the research team, as well as by the geotechnical engineering profession at large, and the availability of new data have resulted in some changes in the interpretation of the data and some modifications to the recommendations.  This additional technical evaluation has also provided the opportunity to improve the analysis of the data and the resulting design model.  While the basic structure and content of the report as presented herein remains unchanged relative to Report WA-RD 522.1, the data and analysis results provided in the original report have been updated, with the text modified as necessary.
KW  - Accuracy
KW  - Backfill soils
KW  - Earth walls
KW  - Geosynthetics
KW  - Granular soils
KW  - Loads
KW  - Mathematical prediction
KW  - Mechanically stabilized earth
KW  - Methodology
KW  - Reinforcement (Engineering)
KW  - Steel
KW  - Stiffness
KW  - Strain (Mechanics)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/522.2.pdf
UR  - https://trid.trb.org/view/740732
ER  - 

TY  - RPRT
AN  - 00977130
AU  - Brandes, H G
AU  - Hirata, J G
AU  - University of Hawaii, Manoa
AU  - Hawaii Department of Transportation
AU  - Federal Highway Administration
TI  - HAWAII SUPERPAVE DEMONSTRATION PROJECT: MEASUREMENT OF ASPHALT MIX DESIGN PARAMETERS USING IMAGE ANALYSIS
PY  - 2003/12
SP  - 98 p.
AB  - ImagePac is a new image analysis computer program that can be used for the routine determination of asphalt content, aggregate gradation, air void content, amount of flat/elongated aggregates, as well as orientation, shape and textural characteristics of individual particles in cross sections of compacted asphalt specimens.  A new pseudo 3-D algorithm is introduced that shows significant improvement in the prediction of gradation curves at sizes as small as 1 mm.  The code was verified using a set of gyratory and field core specimens from various paving projects in Honolulu.  The predictions are considered good, although additional validation tests are needed to encompass a wider range of aggregates, asphalt contents and air void contents.  ImagePac opens the door to more extensive quality control of pavements since it can be implemented at a fraction of the cost of equivalent standard tests, it is user friendly, and the predictions are robust.
KW  - Aggregate gradation
KW  - Air voids
KW  - Algorithms
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Computer programs
KW  - Cost effectiveness
KW  - Image analysis
KW  - Mix design
KW  - Quality control
KW  - Validation
UR  - https://trid.trb.org/view/703203
ER  - 

TY  - RPRT
AN  - 00974922
AU  - Giraud, T
AU  - Chovichien, V
AU  - Labi, S
AU  - Sinha, K C
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - THE DEVELOPMENT OF A HIGHWAY TORT LIABILITY RISK MANAGEMENT SYSTEM FOR THE INDIANA DEPARTMENT OF TRANSPORTATION
PY  - 2003/12
SP  - 106 p.
AB  - The loss of states' sovereign immunity in the 1970s opened the gates for highway-related tort liability suits against the states.  Between January 2001 and September 2002, the State of Indiana investigated and settled hundreds of highway-related tort cases, involving several millions of dollars in taxpayers' money.  There is a need to assess the frequency of occurrence and financial impacts of such claims, and to examine how the growth of highway tort claims could be arrested.  This study aimed at reviewing existing highway tort liability risk management practices at other states for possible applicability to the Indiana Department of Transportation (INDOT), developing a framework for managing highway tort liability risks in the state, and determining the inputs needed for implementing various alternative levels of risk management and their respective impacts.  Using data from the Indiana Attorney General's Office, it was found that the common claims represent a relatively small percentage of the total settlement cost of tort litigation for INDOT, but represent a significant part of investigation costs as they represent nearly half of the total annual number of filed claims.  The study also traced the typical paths of INDOT related claims from inception to settlement, developed probability trees representing these paths, and estimated settlement amounts arising from expected outcomes along each claim path.  In order to establish the break-even points for various levels of risk management, a decision theoretic approach was utilized on the basis of expected expenditure on claim settlements on the one hand and expected resource costs on the other hand.  The cost-effectiveness of various alternative levels of risk management was thus estimated.  Using a questionnaire survey, the study found that unlike most other states, INDOT does not have an office or program explicitly set up for risk management. Furthermore, the study found that Indiana's Attorney General Office, not INDOT, is responsible for monetary settlements of highway related tort claims.  The study concluded with a set of recommendations to guide INDOT in establishing an office for highway tort liability risk management in an incremental and evolutionary manner in a bid to reduce the frequency and cost of common claim filing.  Finally, the study made recommendations for increased coordination and cooperation between INDOT and the Attorney General's Office for more effective monitoring of highway related tort liability cases in Indiana.
KW  - Claims settlement
KW  - Cost effectiveness
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Questionnaires
KW  - Risk management
KW  - Sovereign immunity
KW  - State departments of transportation
KW  - Surveys
KW  - Tort liability
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1678&context=jtrp
UR  - https://trid.trb.org/view/698274
ER  - 

TY  - RPRT
AN  - 00974826
AU  - Amirkhanian, S N
AU  - Corley, MML
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - LABORATORY MIX DESIGN AND FIELD EVALUATION OF MODIFIED ASPHALT BINDERS
PY  - 2003/12
SP  - 52 p.
AB  - Researchers have been investigating the incorporation of various synthetic polymers in asphalt binders for many years.  Most of the results indicate that the utilization of modified asphalt binders in flexible pavements has many benefits.  Mostly because of the implementation of the Strategic Highway Research Program (SHRP), the use of polymers in asphalt mixtures has been increasing over the last ten to fifteen years.  One of the final products of the SHRP asphalt research program was a new system called Superpave (Superior Performing Asphalt Pavements), which aids engineers in the selection of proper paving materials and the design of the paving mixtures.  Since the development of Superpave, the utilization of modified asphalt binders in flexible pavements has increased dramatically, creating a need for evaluating these materials.  In the first phase of the project, the Superpave mix design method was used to determine optimum binder contents for 12.5 mm Surface Course mixtures using one aggregate source and three polymer-modified binder sources.  Next, rut-resistance samples were made with the Superpave Gyratory Compactor (SGC) using the optimum binder contents for each of these mixtures.  These samples were then temperature-conditioned and tested for resistance to rutting using the Asphalt Pavement Analyzer (APA).  In the second phase of the project, South Carolina Department of Transportation procedures were used to determine optimum binder contents for Open-Graded Friction Course (OGFC) mixtures using two aggregate sources, three polymer-modified binder sources, and two fiber sources.  Draindown samples were then made and tested using the optimum binder contents for these mixtures.  The Statistical Analysis System (SAS) computer program was used to perform the statistical analysis on the data obtained from both phases of the project.  The results of this investigation indicate that there is insufficient evidence to conclude that any of the Surface Course mixtures exhibited significant differences in rutting resistance.  In addition, the results show that there is insufficient evidence to conclude that any of the OGFC mixtures exhibited significant differences in draindown characteristics.
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - Binder content
KW  - Bituminous binders
KW  - Compactors
KW  - Computer programs
KW  - Friction course
KW  - Gyratory compactors
KW  - Mix design
KW  - Open graded aggregates
KW  - Polymers
KW  - Rutting
KW  - Statistical analysis
KW  - Strategic Highway Research Program
KW  - Superpave
KW  - Surface course (Pavements)
UR  - https://trid.trb.org/view/698239
ER  - 

TY  - RPRT
AN  - 00974808
AU  - Barstis, W F
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - LONG-TERM EFFECT OF LIME-FLY ASH TREATED SOILS
PY  - 2003/12
SP  - 348 p.
AB  - The purpose of this study was to evaluate the long-term performance of lime-fly ash (LFA) stabilized soil as a base course material.  Part of the impetus for this study was the premature failure of several pavements.  These failures were attributed to the saturation of the LFA and soil blend of the base layer before this layer had experienced an adequate degree of curing.  This study entailed the following to accomplish this objective:  (1) Falling weight deflectometer (FWD) tests on both newer and older pavements; (2) Coring pavement at each FWD location to visually observe the condition of the layers, to obtain pavement thicknesses for the computational procedures, and to obtain LFA cores for unconfined compressive strength (UCS) testing; and (3) Computational procedures for the analyses of the deflection basins were employed to obtain in-situ hot mix asphalt (HMA) and LFA stabilized soil layer modulus values, and to evaluate the in-situ LFA structural layer coefficient values for comparison to the Mississippi Department of Transportation's (MDOT's) current design value of 0.20.  Based upon visual observation, backcalculated modulus, and in-situ structural layer coefficient values, it is concluded that MDOT LFA stabilized soil base courses possess highly variable material properties.  There is also significant variation in the in-situ LFA stabilized soil base layer thickness within the majority of the pavements cored for this study.  Recommendations were made to increase the average LFA material property values and reduce the spread in these values, as follows:  (1) A significant increase in the required level of field compaction of the LFA stabilized soil base layer to 96% modified Proctor effort was recommended; (2) In the area of field construction, two potential methods to reduce variability are (a) improving the current method of field-mixed-in-place, and (b) plant mix with placement of the blended material via a paver; and (3) For the field-mixed-in-place method adjustment of the field moisture content, via the method of nursing, prior to spreading the lime and fly ash and spreading of the lime and fly ash with a Vane Feeder Spreader.  The calculations related to the in-service loading condition supported the conclusion that the routine design thickness for LFA stabilized soil base layers should be increased from 6 in. to 8 in. and an in-situ LFA Proctor UCS value of 400 psi should be required in a field quality control/quality assurance (QC/QA) program to provide for Perpetual Pavement LFA base layer.
KW  - Backcalculation
KW  - Base course (Pavements)
KW  - Compaction
KW  - Compressive strength
KW  - Condition surveys
KW  - Cores (Specimens)
KW  - Falling weight deflectometers
KW  - Layer coefficient (Pavements)
KW  - Lime fly ash
KW  - Mixing
KW  - Modulus of resilience
KW  - Moisture content
KW  - Pavement layers
KW  - Quality assurance
KW  - Quality control
KW  - Recommendations
KW  - Soil stabilization
KW  - Spreading
KW  - Thickness
UR  - http://ntl.bts.gov/lib/44000/44500/44550/State_Study_147_-_Long-Term_Effect_of_Lime-Fly_Ash_Treated_Soils.pdf
UR  - https://trid.trb.org/view/698221
ER  - 

TY  - RPRT
AN  - 00975151
AU  - Fong, G
AU  - Kopf, J
AU  - Clark, P
AU  - COLLINS, R
AU  - CUNARD, R
AU  - Kobetsky, K
AU  - Lalani, N
AU  - Ranck, F
AU  - Seyfried, R
AU  - Slack, K
AU  - Sparks, J
AU  - Umbs, R
AU  - Van Winkle, S
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  - SIGNALIZED INTERSECTION SAFETY IN EUROPE
PY  - 2003/12
SP  - 105 p.
AB  - More than one third of the intersection-related fatal crashes in the United States occur at signalized intersections.  The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Sweden, Germany, the Netherlands and the United Kingdom to review innovative safety practices in planning, designing, operating and maintaining signalized intersections.  The delegation observed that highway safety improvements are a priority in the European countries visited, with an emphasis on reducing fatalities. Programs for intersection safety focus on reducing vehicle speed through innovative methods, using computerized signal timing optimization programs, and providing road users with consistent information.  The scanning team's recommendations for U.S. implementation include developing a model photo enforcement program to reduce red-light running, enhancing dilemma-zone detection at high-speed rural intersections, and promoting roundabouts as alternatives to signalized intersections.  The team also recommends controlling vehicle speed through intersections with such techniques as speed tables, pavement markings and changeable message signs.
KW  - Actuated traffic signal controllers
KW  - American Association of State Highway and Transportation Officials
KW  - Dilemma zone
KW  - Fatalities
KW  - Geometric design
KW  - Germany
KW  - Highway planning
KW  - National Cooperative Highway Research Program
KW  - Netherlands
KW  - Pedestrian safety
KW  - Photo enforcement
KW  - Red light running
KW  - Road markings
KW  - Roundabouts
KW  - Rural areas
KW  - Signalized intersections
KW  - Study tours
KW  - Sweden
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Traffic speed
KW  - U.S. Federal Highway Administration
KW  - United Kingdom
KW  - Variable message signs
UR  - https://trid.trb.org/view/698369
ER  - 

TY  - RPRT
AN  - 00974804
AU  - George, K P
AU  - University of Mississippi, University
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - FALLING WEIGHT DEFLECTOMETER FOR ESTIMATING SUBGRADE MODULI
PY  - 2003/12
SP  - 167 p.
AB  - Subgrade soil characterization expressed in terms of resilient modulus, M sub R, has become crucial for pavement design.  For new pavement design, M sub R values are generally obtained by conducting repeated load triaxial tests on reconstituted/undisturbed cylindrical specimens, employing TP46 protocol.  Because of the complexities encountered with the test, in situ tests would be desirable if reliable correlation can be established.  In evaluating existing pavements for rehabilitation selection, subgrade characterization is even more complex.  The focus of this study is to investigate the viability of Falling Weight Deflectometer (FWD) for direct testing of subgrade with the object of deriving resilient modulus, via a correlation between FWD modulus and M sub R.  In support of this research, side-by-side Automated Dynamic Cone Penetrometer (ADCP) tests were also conducted.  Ten as-built subgrade sections reflecting typical subgrade soil materials of Mississippi were selected and tested with FWD.  Both fine- and coarse-grain soils were included in the program.  Undisturbed samples were extracted using a Shelby tube and tested in a repeated load triaxial machine for M sub R, employing TP46 protocol.  Other routine laboratory tests are conducted to determine physical properties, and, in turn, classify the soil being tested.  Employing seven FWD sensor deflections, elastic moduli, E1 to E7, are calculated employing forward equations (assuming static half-space).  E1 and E3-5 (average of E3, E4, and E5) are regressed against M sub R, advancing two models for M sub R prediction.  Employing E1 and E3-5, two distinct resilient moduli are derived, with the lesser of the two serving as the design resilient modulus.  A feature of the model is that both center sensor modulus and offset sensor moduli enter in the process, yielding a representative, but conservative, resilient modulus for design.  Having been derived from multiple sensor moduli, this procedure promises to be a viable method for subgrade characterization, considering significant nonhomogeneity expected of built-up subgrades.  Also suggested is a short-cut procedure for predicting resilient modulus which employs an E3-5 section average for a low moduli range, that is, E1<9000 psi (62 MPa), and lesser of E1 and E3-5 for E1>9000 psi (62 MPa).  An exclusive program, FWDSUBGRADE, is developed to analyze FWD deflection data from subgrade tests, extracting first sensor modulus E1, and average of three offset sensor moduli, E3-5, from which only design resilient modulus is derived.  The program, in addition to calculating station-by-station resilient modulus, relying on what is known as "cumulative difference" technique, delineates homogeneous units of the subgrade, outputting mean and standard deviation of the resilient modulus for each homogeneous section.  A graphical plot of resilient modulus of each station is another output of the program.
KW  - Computer programs
KW  - Correlation analysis
KW  - Estimating
KW  - Falling weight deflectometers
KW  - Modulus of elasticity
KW  - Modulus of resilience
KW  - Subgrade (Pavements)
KW  - Triaxial shear tests
UR  - http://ntl.bts.gov/lib/44000/44500/44552/State_Study_153_-_Falling_Weight_Deflectometer_for_Estimating_Subgrade_Moduli.pdf
UR  - https://trid.trb.org/view/698217
ER  - 

TY  - RPRT
AN  - 00974267
AU  - Johnson, L M
AU  - Turner, J P
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE OF PERMANENT GROUND ANCHORS FOR LANDSLIDE STABILIZATION
PY  - 2003/12
SP  - 82 p.
AB  - Permanent ground anchors, also known as tiebacks, are used widely for stabilization of active landslides.  The basic concept is that anchor forces provide resistance to landslide driving forces, thereby increasing the factor of safety against failure.  While design manuals are available, very little guidance is provided in choosing between the range of options available for selection of design loads, lock-off loads, spacing, and type of structural reaction system.  In this report, four recent case histories in which anchor loads were monitored for 1 to 5 years after construction are reviewed and analyzed to assess the influence of various design parameters on system performance.  Changes in anchor loads over time are evaluated in terms of design load magnitude, observed slope movements, and type of structural reaction system.  The Deer Creek landslide stabilization, a Wyoming Department of Transportation project that was monitored by the authors, is the primary focus of this review, but data from three other projects involving monitored anchor loads are included.  The finite element method (FEM) computer program PLAXIS is utilized to model the Deer Creek anchored stabilization system in order to evaluate the usefulness of FEM analyses of anchored systems and to capture observed anchor behavior during and after construction.  Results demonstrate that FEM modeling of anchored slopes can provide designers with more powerful tools than limit equilibrium methods alone for predicting long-term anchor loads, slope movements, and long-term stability.  Recommendations are given for applying FEM analysis to the design of anchored stabilization systems.  Recommendations are given for analyzing design variables, including anchor spacing, design loads, and type of structural reaction system, to achieve more efficient and cost-effective anchored stabilization systems.
KW  - Anchor loads
KW  - Anchorages
KW  - Case studies
KW  - Design load
KW  - Finite element method
KW  - Landslides
KW  - Performance
KW  - PLAXIS (Computer program)
KW  - Slope stability
KW  - Soil stabilization
KW  - Spacing
KW  - Tiebacks
KW  - Wyoming
UR  - https://trid.trb.org/view/698030
ER  - 

TY  - RPRT
AN  - 00974251
AU  - Messer, C J
AU  - Sunkari, S R
AU  - Charara, H A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DESIGN AND INSTALLATION GUIDELINES FOR ADVANCE WARNING SYSTEMS FOR END-OF-GREEN PHASE AT HIGH SPEED TRAFFIC SIGNALS
PY  - 2003/12
SP  - 40 p.
AB  - This report describes the research conducted within a two-year study that developed an effective advance warning for end-of-green phase at high-speed traffic signals in Texas. High-speed signals are defined as having approach speeds of 45 mph or more.  Two Advance Warning for End-of-Green Signals (AWEGSs) were designed and the field tests showed a 40-45% reduction in red-light running can be expected with well designed, constructed, and maintained systems.  This report provides a manual that traffic engineers can use to design and install an AWEGS in the field to improve the safety experience with problematic traffic-actuated signalized intersections. Advance detector design and layout guidelines are provided together with sign design and deployment guidance.  A set of uniformly spaced dilemma zone detectors is presumed to be in place on each high-speed approach at the existing traffic actuated signalized intersection to which the AWEGS is envisioned to be added as a safety treatment.  A Microsoft Excel-based software, named AWEGS Designer, which can be used to design and layout an AWEGS is available by e-mail at c-messer@tamu.edu or online at http://ceprofs.tamu.edu/cmesser/awegs/.  The software is in directory AWEGS.
KW  - Advance traffic warning devices
KW  - Design
KW  - Dilemma zone
KW  - Field tests
KW  - Green interval (Traffic signal cycle)
KW  - Guidelines
KW  - Installation
KW  - Layout
KW  - Loop detectors
KW  - Manuals
KW  - Prevention
KW  - Red light running
KW  - Texas
KW  - Traffic speed
KW  - Warning systems
UR  - https://trid.trb.org/view/698019
ER  - 

TY  - RPRT
AN  - 00974206
AU  - HLB Decision Economics, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - THE SOCIOECONOMIC BENEFITS OF TRANSIT IN WISCONSIN
PY  - 2003/12
SP  - 201 p.
AB  - The primary objective of this study was to identify and measure the benefits of transit to other economic sectors in Wisconsin. This study specifically focuses upon the benefits of public transit service to the healthcare, work, education, and retail, recreation and tourism sectors.  A secondary objective was to measure the impact of public transportation on congestion management in large urban areas of the state.  The analysis relies upon a methodology previously developed by the author that identifies user preferences and actions as well as modeling the impact of such decisions on the appropriate sectors. Various sources of information and data were employed to conduct the study.  These included a comprehensive literature search, an on-board rider survey, information from several transit agencies in Wisconsin, panel opinions from a group of experts, as well as reports and publications from earlier studies.  The study confirmed the important role public transportation plays in maintaining the viability of the state's economy.  The research found the existence of public transit service in Wisconsin saves various sectors within the state a total of $730.17 million, while providing 98.96 million transit trips annually.  Without transit services 15.10 million transit rides would convert to forgone trips that individuals would not make by means of other higher cost transportation modes.  In evaluating future cost-benefit criterion for new or expanded services, it is estimated that the average sector benefit from each trip is $7.38.  For those areas that are fully served by transit, there are significant benefits to both riders and state programs.  However, is areas that remain without service and those that are underserved, the potential remains for greater benefits to be cultivated through additional transit service programs.
KW  - Benefit cost analysis
KW  - Benefits
KW  - Economic impacts
KW  - Education
KW  - Employment
KW  - Health care
KW  - Literature reviews
KW  - Panel studies
KW  - Public transit
KW  - Recreation
KW  - Retail trade
KW  - Savings
KW  - Socioeconomic factors
KW  - Tourism
KW  - Traffic congestion
KW  - Transit operating agencies
KW  - Travel surveys
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-07transitsector-f1.pdf
UR  - https://trid.trb.org/view/697975
ER  - 

TY  - RPRT
AN  - 00974184
AU  - Sullivan, A P
AU  - Ioannides, A M
AU  - Frohn, R C
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - ARCHAEOLOGICAL SURVEY METHODOLOGY AND RESULTS
PY  - 2003/12
SP  - 100 p.
AB  - The Ohio Department of Transportation (ODOT) has determined that one of the best ways to optimize Phase I cultural-resource survey data is to test the feasibility of using advanced technology for project planning.  This study describes the results of research that explore the advantages of remote sensing and the geographic information system (GIS) in developing models that forecast, with varying degrees of probability, the locations of prehistoric archaeological phenomena in different kinds of terrain.  Specifically, research focuses on creating predictive models that are based on the characteristics of lithic scatters (n=580) and isolated finds (n=214) from an area in Fairfield County, Ohio.  Six GIS models forecast the presence or absence of lithic scatters and isolated finds from spatial variation in soil type, land cover, and surface glacial geology. For the same area, a remote-sensing model stresses the spectral characteristics of lithic scatters and isolated finds that are located in two different landcover classes (agricultural fields or uplands) that registered on a 2001 LANDSAT 7 image. Significant patterning was detected in the extent to which either certain combinations of environmental variables or spectral-imaging parameters predict lithic scatters, isolated finds, or neither site type.  For instance, lithic scatters, which represent the most common type of archaeological site statewide, are more reliably modeled than isolated finds when landform is held constant.  These and other findings suggest that archived archaeological data and remote-sensing imagery hold great promise for ODOT planning, particularly in identifying alternative corridors for future Phase I surveys. However, it remains to be determined whether a GIS-based approach, which requires extensive and time-consuming compilation of disparate (and often incompatible) data files, or a remote-sensing approach, which requires advanced technical knowledge (often involving expensive, proprietary software), is the most cost effective.  This report also contains recommendations for evaluating the predictive models' usefulness and the need for further study to assess how changes in land-use patterns affect the designation of archaeological and environmental phenomena.
KW  - Archaeological surveying
KW  - Cost effectiveness
KW  - Cultural resources
KW  - Fairfield County (Ohio)
KW  - Forecasting
KW  - Geographic information systems
KW  - Ground cover
KW  - Mathematical models
KW  - Methodology
KW  - Ohio
KW  - Remote sensing
KW  - Soil types
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A54983736
UR  - https://trid.trb.org/view/697955
ER  - 

TY  - RPRT
AN  - 00974191
AU  - Bush, D
AU  - Tohme, P
AU  - Dynatest Consulting, Incorporated
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - ASSESSING PARKS HIGHWAY LOAD RESTRICTIONS
PY  - 2003/12
SP  - 35 p.
AB  - A new Alaska Department of Transportation and Public Facilities policy stipulates the elimination of springtime load limits (restrictions) for asphalt pavements.  Therefore there was a need to identify roadway segments that presently required load restrictions.  The aim is to strengthen these pavements during future rehabilitation or reconstruction projects.  In this study, the Parks Highway (State Highway 3, a two-lane, undivided, 350-mile highway) was used as a case study to illustrate the methodology to be used for other highways.  The work consisted of a visual pavement distress survey of the Parks Highway, and backcalculation of layer moduli using Falling Weight Deflectometer data collected over several years.  Using as-built pavement information, the backcalculation program calculated overlay thicknesses for the anticipated future traffic.  The work identified three segments of the Parks Highway that needed load restrictions:  (1) 12.3 miles south of Cantwell, between MP 185.6 and MP 205.0; (2) 12 miles at Healy, between MP 239.0 and MP 251.0; and (3) 14 miles at Nenana, between MP 299.0 and MP 313.0.  It is anticipated that future roadway work will enhance and strengthen pavement sections at these locations, thus eliminating the need for future springtime load restrictions.
KW  - Alaska
KW  - Asphalt pavements
KW  - Backcalculation
KW  - Case studies
KW  - Condition surveys
KW  - Falling weight deflectometers
KW  - Load limits
KW  - Modulus of elasticity
KW  - Overlays (Pavements)
KW  - Pavement distress
KW  - Thickness
UR  - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_01_09.pdf
UR  - https://trid.trb.org/view/697960
ER  - 

TY  - RPRT
AN  - 00974163
AU  - Federal Highway Administration
TI  - MAINTAINING TRAFFIC SIGN RETROREFLECTIVITY
PY  - 2003/12
SP  - 4 p.
AB  - This document provides recommendations and general information about minimum maintained retroreflectivity levels and the methods that can be used to maintain sign retroreflectivity. Information contained in this document is intended for policy-makers and managers.  Sign maintenance methods are divided into two groups - assessment methods and management methods.  Assessment methods involve the actual evaluation of individual signs, while management methods involve tracking and/or predicting the retroreflectivity of signs.
KW  - Evaluation and assessment
KW  - Maintenance
KW  - Management
KW  - Recommendations
KW  - Retroreflectivity
KW  - Traffic signs
UR  - http://safety.fhwa.dot.gov/roadway_dept/night_visib/policy_guide/fhwasa07020/
UR  - http://safety.fhwa.dot.gov/roadway_dept/night_visib/policy_guide/fhwasa07020/
UR  - https://trid.trb.org/view/697937
ER  - 

TY  - RPRT
AN  - 00974161
AU  - Carlson, P J
AU  - Hawkins, H G
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - MINIMUM RETROREFLECTIVITY LEVELS FOR OVERHEAD GUIDE SIGNS AND STREET-NAME SIGNS
PY  - 2003/12
SP  - 118 p.
AB  - In 1993, the Federal Highway Administration (FHWA) published research recommendations for minimum retroreflectivity (MR) levels for traffic signs.  The recommendations included overhead signs, but not street-name signs.  In revisions to the recommended MR levels in 1998, the overhead signs were removed because of unresolved headlamp issues.  Since then, there have been changes in U.S. headlamp specifications that prompted FHWA to initiate research to address MR levels for overhead guide signs and, in order to fill a somewhat related void, street-name signs.  The intent of the research was to develop recommendations compatible with the 1998 revised recommendations.  This report describes the research activities and consequent findings related to the development of MR levels for overhead guide signs and street-name signs.  The research included a literature review of the pertinent studies and available photometric models.  This review initiated the development of an analytical model to develop MR for overhead guide signs and street-name signs.  Using the findings from the literature review and a state-of-the-practice survey, an initial set of MR levels was developed.  After an analysis of the initial recommendations, a field investigation was initiated to determine the minimum luminance needed to read overhead guide signs and street-name signs.  Special emphasis was devoted to accommodating older drivers.  Once the minimum luminance values were determined, the analytical model was used to develop a set of recommendations.  The sensitivity of key factors was studied to determine the most appropriate conditions under which to establish MR levels.  Once these analyses were completed and the values of the key factors were established, the MR model was executed for the final runs.  The initial results are summarized in three tables:  one for overhead guide signs, one for post-mounted street-name signs, and another for overhead (mast-arm-mounted or span-wire-mounted) street-name signs. However, these tables were superseded by additional research conducted after this project was terminated.  This additional research is summarized and the final recommendations, which were consolidated into one table of MR levels for all white-on-green signs, are presented.
KW  - Aged drivers
KW  - Field studies
KW  - Guide signs
KW  - Literature reviews
KW  - Luminance
KW  - Overhead traffic signs
KW  - Recommendations
KW  - Retroreflectivity
KW  - State of the practice
KW  - Street signs
KW  - Surveys
UR  - http://www.fhwa.dot.gov/publications/research/safety/03082/03082.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/03082/index.cfm
UR  - http://ntl.bts.gov/lib/34000/34000/34085/03082.pdf
UR  - https://trid.trb.org/view/697935
ER  - 

TY  - RPRT
AN  - 00972261
AU  - Sunkari, S R
AU  - Messer, C J
AU  - Parker, R T
AU  - Charara, H A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - SIGNAL TECHNICIAN'S INSTALLATION AND MAINTENANCE MANUAL FOR ADVANCE WARNING OF END-OF-GREEN PHASE AT HIGH SPEED TRAFFIC SIGNALS
PY  - 2003/12
SP  - 44 p.
AB  - This report describes the research conducted within a two-year study that developed an effective advance warning for end-of-green phase at high-speed traffic signals in Texas. High-speed signals are defined as having approach speeds of 45 mph or more.  The Advance Warning of End-of-Green System (AWEGS) was developed in this research by the Texas Transportation Institute for the Texas Department of Transportation.  AWEGS was deployed at two locations, one on a two-lane highway in Waco, Texas, and another on a four-lane highway in Brenham, Texas. Deployments at these two locations showed a reduction in average red-light running per day of approximately 40-45%.  This report describes the installation and maintenance procedures for operating AWEGS.  The details of ensuring proper installation of loops and W3-4 signs are illustrated.  The connectivity of the input/output (I/O) devices and the flasher panel functionality are described.  Finally some guidance is given on the programming necessary in both the traffic signal controller as well as the AWEGS controller to operate AWEGS.  The report also describes the maintenance procedures necessary for AWEGS to perform efficiently.  AWEGS will only work properly if these maintenance procedures are followed.
KW  - Advance traffic warning devices
KW  - Brenham (Texas)
KW  - Four lane highways
KW  - Green interval (Traffic signal cycle)
KW  - Input output devices
KW  - Installation
KW  - Maintenance
KW  - Prevention
KW  - Red light running
KW  - Traffic signal controllers
KW  - Traffic speed
KW  - Two lane highways
KW  - Waco (Texas)
KW  - Warning systems
UR  - http://tti.tamu.edu/documents/0-4260-3.pdf
UR  - https://trid.trb.org/view/697095
ER  - 

TY  - RPRT
AN  - 00972256
AU  - Freeman, T J
AU  - Pinchott, D A
AU  - Ren, H
AU  - Spiegelman, C H
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - ANALYSIS AND TREATMENT RECOMMENDATIONS FROM THE SUPPLEMENTAL MAINTENANCE EFFECTIVENESS RESEARCH PROGRAM (SMERP)
PY  - 2003/12
SP  - 178 p.
AB  - The Supplemental Maintenance Effectiveness Research Program (SMERP) was designed to study the effectiveness of maintenance treatments typically used in Texas.  Six maintenance treatments and a control section were applied at 20 locations throughout the state.  Treatments included:  asphalt rubber chip seal, polymer modified emulsion chip seal, latex modified asphalt chip seal, asphalt chip seal, microsurfacing treatment, and a fog seal section.  Researchers inspected the sites annually for the next eight years.  This project provides statistically valid guidance on the performance of the various maintenance treatments for the key variables of initial condition, type of distress, and type of treatment so that the user can select the most appropriate treatment.  The documentation will take the form of a manual that describes the expected performance, life extension, and recommendations on timing.
KW  - Asphalt
KW  - Asphalt rubber
KW  - Chip seals
KW  - Condition surveys
KW  - Fog seals
KW  - Latex asphalt
KW  - Microsurfacing
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Polymer modified emulsion
KW  - Service life
KW  - Supplemental Maintenance Effectiveness Research Program
KW  - Texas
UR  - http://tti.tamu.edu/documents/4040-3.pdf
UR  - https://trid.trb.org/view/697090
ER  - 

TY  - SER
AN  - 00972226
JO  - Application Notes
PB  - Federal Highway Administration
AU  - Nieves, A
AU  - Federal Highway Administration
TI  - USING LTPPBIND V2.1 TO IMPROVE CRACK SEALING IN ASPHALT CONCRETE PAVEMENTS
PY  - 2003/12
SP  - 4 p.
AB  - The Federal Highway Administration's (FHWA's) Long-Term Pavement Performance (LTPP) program originally developed the software program LTPPBind to help highway agencies select the most suitable and cost-effective Superpave asphalt binder performance grade for a particular site.  LTPPBind determines both high and low pavement temperatures for a given project location. Normally, temperatures from LTPPBind are used to determine the grade classification of asphalt cement used for asphalt concrete paving.  Sealant manufacturers quickly realized that crack-sealing materials in any given climate would be exposed to and would need to function within the same pavement temperatures that LTPPBind identifies.  LTPPBind, therefore, can help highway agencies select the appropriate crack-sealing materials and procedures for different climates and conditions.  Using LTPPBind to design and select crack-sealing treatments will help improve pavement performance, ensure longer-lasting treatments, reduce repairs, and decrease life-cycle costs.
KW  - Asphalt concrete pavements
KW  - Bituminous binders
KW  - Climate
KW  - Life cycle costing
KW  - Long-Term Pavement Performance Program
KW  - Ltppbind (Computer program)
KW  - Materials selection
KW  - Pavement cracking
KW  - Pavement performance
KW  - Procedures
KW  - Sealing (Technology)
KW  - Sealing compounds
KW  - Software
KW  - Superpave
KW  - Temperature
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03080/
UR  - https://trid.trb.org/view/700205
ER  - 

TY  - RPRT
AN  - 00970451
AU  - Qureshi, M
AU  - Spring, G
AU  - Malkayigari, V R
AU  - Rathod, J
AU  - University of Missouri, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - ASSESSMENT OF MULTIPLE LEFT-TURN PHASING STRATEGIES
PY  - 2003/12
SP  - 46 p.
AB  - Left-turn movements at an intersection affect the capacity of that intersection.  As the left-turning volume at an intersection continues to grow, the green time required to meet the left-turn demand increases.  This, in turn results in longer cycle lengths.  Also with the increase in the left-turn volume, the queues lengthen resulting in greater storage length requirements.  The combinations of these effects tend to increase delay at the intersection and lower the level of service.  Installation of multiple left-turn lanes (dual and triple) can result in the reduction of vehicle queue lengths, delays and left-turn storage length.  In Missouri, multiple left-turns are gaining popularity.  However, the installation of these multiple left-turns raises questions for which the Missouri Department of Transportation (MoDOT) has not yet developed answers.  Specifically, MoDOT seeks guidance on: criteria for determining when to install double and triple left-turns; the type of phasing to be used for dual and triple left-turn lanes; whether to use "Dallas" or permitted lead-lag phasing for any left-turn lanes; and where to begin reducing the number of receiving lanes downstream of an intersection with multiple left-turn lanes.  Based on the current practices being followed by various state DOTs and from the review of literature, the following recommendations are being made:  (1) Capacity analysis should be used to determine the set of conditions for upgrading left-turn lanes from single to dual and dual to triple; (2) If it is not feasible to perform capacity analysis due to a lack of resources, the following rules of thumb may be used for determining the point of upgrade: when left-turning volume is greater than or equal to 300 vph, upgrade from single to dual left-turn lane, and when left-turning volume is greater than or equal to 600 vph, upgrade from dual to triple left-turn lane; (3) Protected only phasing should be used for dual and triple left-turn lanes; (4) "Dallas" phasing should be used instead of lead-lag protected + permissive phasing for single left-turn lanes along with R10-12a (combined R10-10L and R10-12) sign to avoid confusion to the adjacent through traffic; and (5) For downstream lane drop distance, consider the solution by Shen as shown in Table 2 of this report.
KW  - Dual left turn lanes
KW  - Exclusive phasing
KW  - Lane drops
KW  - Lead-lag phasing
KW  - Left turn lanes
KW  - Left turn phase
KW  - Level of service
KW  - Literature reviews
KW  - Missouri
KW  - Recommendations
KW  - State of the practice
KW  - Traffic delays
KW  - Traffic queuing
KW  - Traffic volume
KW  - Triple left turn lanes
UR  - http://library.modot.mo.gov/RDT/reports/Ri02014/RDT04003.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56080/RDT04003.PDF
UR  - https://trid.trb.org/view/696487
ER  - 

TY  - RPRT
AN  - 00970429
AU  - Federal Highway Administration
TI  - HANDBOOK FOR EXPERT/PEER REVIEWS AT THE TURNER-FAIRBANK HIGHWAY RESEARCH CENTER, VERSION 1.1
PY  - 2003/12
SP  - 27 p.
AB  - The purpose of this handbook is to provide guidance for participants in the Turner-Fairbank Highway Research Center (TFHRC) Laboratory Assessment Process.  The handbook is specifically designed to inform TFHRC laboratory managers about the conduct of expert/peer reviews and to assist the managers in their preparations for a review.  The handbook also serves to acquaint panel members who will perform the reviews and about the process and expectations associated with their involvement. In addition, the handbook provides important background information for customers and stakeholders who may be interviewed during the conduct of the reviews.
KW  - Evaluation and assessment
KW  - Expert/peer reviews
KW  - Guidelines
KW  - Handbooks
KW  - Laboratories
KW  - Turner-Fairbank Highway Research Center
UR  - https://trid.trb.org/view/696469
ER  - 

TY  - RPRT
AN  - 00970403
AU  - Grauberger, C
AU  - Van Orden, D
AU  - DMJM Harris
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - ENVIRONMENTAL JUSTICE IN TRANSPORTATION PLANNING, PHASE II
PY  - 2003/12
SP  - 114 p.
AB  - The research for this study began with Phase 1.  Various Phase 1 recommendations were forwarded into a second phase of environmental justice (EJ) research to provide additional tools for enhancing Colorado's statewide and regional transportation planning process.  The study began with a phone survey of Colorado community leaders and representatives.  The surveys were conducted to gather input on processes currently used by community leaders for their public outreach.  The next step was to update low-income and minority mapping with recently released 2000 Census data.  Having identified where the low-income households and minority populations reside in the State, a summary of public involvement techniques and tools was prepared to accompany the census mapping.  Since a key component of long-range planning is the ability to measure the distribution of benefits from transportation plans, techniques to measure the benefits of transportation investments and enhanced public involvement were researched.  To provide consistency in the application of EJ for statewide and regional transportation planning purposes, a Guidebook was developed from the Phase 1 and 2 research.  The Guidebook is a resource for those involved in the transportation decision-making process.  It provides a common understanding of the EJ requirements including techniques for enhancing public outreach, background on regulatory requirements, and technical issues to consider in the planning process.
KW  - Benefits
KW  - Census
KW  - Colorado
KW  - Decision making
KW  - Environmental justice
KW  - Guidelines
KW  - Handbooks
KW  - Investments
KW  - Long range planning
KW  - Low income groups
KW  - Minorities
KW  - Public participation
KW  - Surveys
KW  - Transportation planning
UR  - http://www.dot.state.co.us/publications/EnvironmentalJustice/Environmentaljustice2.pdf
UR  - https://trid.trb.org/view/696444
ER  - 

TY  - RPRT
AN  - 00970402
AU  - Shing, P B
AU  - Xi, Yunping
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - STUDIES ON THE USE OF HIGH-PERFORMANCE CONCRETE AND FRP REINFORCEMENT FOR THE I-225/PARKER ROAD BRIDGE
PY  - 2003/12
SP  - 86 p.
AB  - The Colorado Department of Transportation (CDOT) recently completed a bridge structure at the I-225/Parker Road Interchange southeast of Denver using innovative construction materials.  Part of the bridge deck was constructed of a crack resistant high-performance concrete (HPC) mix and fiber reinforced polymeric reinforcement (FRP) under the sponsorship of the Innovative Bridge Research and Construction (IBRC) program of the Federal Highway Administration (FHWA).  To support and validate the design of the bridge deck using innovative materials, a series of studies were conducted at the University of Colorado at Boulder.  The studies include the development of HPC mixes, evaluation of the mechanical properties of FRP reinforcing bars under static and cyclic fatigue loads with environmental preconditioning, evaluation of the load carrying capacities of full-scale precast panels prestressed with FRP tendons, and finally, evaluation of the long-term fatigue endurance of a model bridge deck, part of which had a design similar to the actual bridge deck with FRP reinforcement at I-225/Parker Road.  Furthermore, the applicability of the AASHTO empirical method to the topping slab of precast panel decks was also investigated.  A rational limit-state design method that can result in a significant reduction of deck reinforcement as compared to the conventional design method of AASHTO has been developed as an alternative to the empirical method.  This report summarizes the test procedures and outcomes of these studies.  Detailed information on these studies can be found in the original reports.  The HPC and FRP reinforcement studied in this project were already used by CDOT in the I-225/Parker Road project.  This project provided an excellent opportunity for both CDOT and the contractors to become familiar with the handling, performance, and overall use of HPC and FRP products in bridge construction.  Results of the reported studies validate the applicability of FRP products for bridge construction and provide useful guidance on the use of such materials for future projects.  The HPC developed in this project is now widely used by CDOT for bridge deck construction.
KW  - Bearing capacity
KW  - Bridge decks
KW  - Colorado
KW  - Design methods
KW  - Fatigue (Mechanics)
KW  - Fiber reinforced plastics
KW  - High performance concrete
KW  - Highway bridges
KW  - Mechanical properties
KW  - Panels
KW  - Precast concrete
KW  - Prestressing
KW  - Reinforcing bars
KW  - Repeated loads
KW  - Static loads
KW  - Tendons (Materials)
KW  - Test procedures
UR  - http://www.dot.state.co.us/publications/PDFFiles/HPCParker.pdf
UR  - https://trid.trb.org/view/696443
ER  - 

TY  - RPRT
AN  - 00969920
AU  - Higgins, C
AU  - Farrow, W C
AU  - Potisuk, T
AU  - Miller, T H
AU  - Yim, Solomon C
AU  - Holcomb, G R
AU  - Cramer, S D
AU  - Covino, B S
AU  - Bullard, S J
AU  - Ziomek-Moroz, M
AU  - Matthes, S A
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - SHEAR CAPACITY ASSESSMENT OF CORROSION-DAMAGED REINFORCED CONCRETE BEAMS
PY  - 2003/12
SP  - 138 p.
AB  - This study investigated how the shear capacity of reinforced concrete bridge beams is affected by corrosion damage to the shear stirrups.  It described the changes that occur in shear capacity and concrete cracking as shear stirrup corrosion progresses.  Visual signs of corrosion distress were correlated with structural performance of large-size reinforced concrete beams that were corroded to four damage states.  The corrosion products and damage were characterized for the beams and compared to field beams.  Analysis methods incorporating quantified corrosion damage predicted reasonably well the shear capacity of the large-size beams.  Recommendations were presented for improved inspection practice to allow for estimating shear capacity of corrosion-damaged sections in reinforced concrete bridges.
KW  - Beams
KW  - Corrosion
KW  - Cracking
KW  - Inspection
KW  - Reinforced concrete bridges
KW  - Shear capacity
KW  - Stirrups
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ShearCapacity.pdf
UR  - https://trid.trb.org/view/681066
ER  - 

TY  - RPRT
AN  - 00969910
AU  - Haas, K J
AU  - Jones, B P
AU  - Kirk, A R
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - THE EFFECT OF LAW ENFORCEMENT DEPLOYMENT PATTERNS ON MOTORISTS' SPEEDS
PY  - 2003/12
SP  - 56 p.
AB  - The combination of increased demands on Oregon's transportation system and limited law enforcement resources has led the Oregon Department of Transportation (ODOT) to investigate whether a relationship exists between motorists' speeds and law enforcement levels.  If an optimum level of law enforcement could be identified that reduces the number of motorists driving in an unsafe manner, the end result could be a more efficient deployment of scarce law enforcement resources.  This study deployed enhanced law enforcement patrols at six study sites in Oregon to evaluate the effects of law enforcement presence on vehicle speeds.  Investigators first recorded baseline speeds for a two-month period prior to the commencement of enhanced enforcement.  Enhanced patrols varied from 10 to 25 hours per week on either fixed or random schedules.  Enforcement at each site was on an eight-week cycle: two weeks of enhanced patrols followed by six weeks of normal patrols.  The data analysis compared median and 85th percentile speeds in the baseline and enhanced enforcement conditions.  Baseline and enhanced enforcement data were also compared for the percent of vehicles traveling over the posted speed at each site.  The findings showed that enhanced patrols resulted in small but statistically significant reductions in speed at most of the test sites.  Both median and 85th percentile speeds were significantly higher than posted speeds at all of the study sites in both the baseline and the enhanced enforcement conditions.
KW  - 85th percentile speed
KW  - Deployment
KW  - Field studies
KW  - Median speed
KW  - Police patrol
KW  - Speed control
KW  - Speed limits
KW  - Traffic law enforcement
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TheEffectLawEnforcement.pdf
UR  - https://trid.trb.org/view/681039
ER  - 

TY  - RPRT
AN  - 00969882
AU  - Rogge, D F
AU  - Carbonell, T
AU  - Hinrichsen, R
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF OREGON DEPARTMENT OF TRANSPORTATION PROJECT DELIVERY - OUTSOURCING PROJECT DELIVERY IN STATE DEPARTMENTS OF TRANSPORTATION
PY  - 2003/12
SP  - 163 p.
AB  - This report summarizes a review of literature regarding outsourcing by Departments of Transportation (DOTs), with particular emphasis on oursourcing of project delivery, and on performance measures for project delivery.  The report also summarizes information obtained from a brief e-mail survey of the 50 U.S. DOTs, and a follow-up detailed questionnaire survey and telephone interviews.  The information in this report lays the groundwork for comparative evaluation, over a three-year period, of projects delivered by the Oregon DOT using insourced design-bid-build, outsourced design-bid-build, and design-build. The results of this analysis and the proposed guidelines for selecting project delivery methods for specific projects will be included in the final report in 2006.
KW  - Construction engineering
KW  - Contracting out
KW  - Design build
KW  - Interviewing
KW  - Literature reviews
KW  - Oregon Department of Transportation
KW  - Performance measurement
KW  - Project delivery
KW  - Questionnaires
KW  - State departments of transportation
KW  - Surveys
UR  - https://trid.trb.org/view/680959
ER  - 

TY  - RPRT
AN  - 00969875
AU  - Mueller, K
AU  - Waters, C
AU  - Ohde, D
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - INTEGRATED SIGN MANAGEMENT SYSTEM - ADOT MAINTENANCE GROUP
PY  - 2003/12
SP  - 35 p.
AB  - The Arizona Department of Transportation (ADOT) maintains and manages an inventory of roadway signs.  Before the implementation of this project, sign technicians maintained inventory records on individual laptops to track their daily sign maintenance activities.  Each individual laptop contained sign file data that pertained only to the installed signs within the area in which the sign technician worked.  It was difficult to share information and generate management reports.  In addition, some sign regions did not even use their laptops to maintain the inventory records for their signs, but used paper forms to complete their daily work.  To meet the challenge, ADOT has developed an application to:  Track the installation, maintenance and replacement of all ADOT roadway signs; Provide for the maintenance of data pertaining to the attributes of all ADOT roadway signs statewide; and Satisfy the dynamic business requirements, especially in the area of predicting sign replacement by allowing the database design to easily incorporate other factors into the prediction formula.
KW  - Arizona
KW  - Inventory
KW  - Maintenance management
KW  - Traffic signs
UR  - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/1214/rec/1
UR  - http://ntl.bts.gov/lib/24000/24600/24643/az451.pdf
UR  - https://trid.trb.org/view/680936
ER  - 

TY  - RPRT
AN  - 00969862
AU  - Tadros, M K
AU  - Girgis, A
AU  - Pearce, R
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - SPLICED I-GIRDER CONCRETE BRIDGE SYSTEM
PY  - 2003/12
SP  - 192 p.
AB  - A number of prestressed concrete I-girder bridges built in the past several decades have demonstrated the ability of precast, prestressed spliced girder bridges to compete with structural steel plate girder bridges in the 120-300 ft span range.  Some states limit the maximum transportable length of a member to 120 ft and the weight to 70 tons.  Others, including Nebraska, have permitted lengths up to 175 ft and weights up to 100 tons.  When span lengths exceed the maximum shippable length or weight, however, girder segments must be spliced at intermediate locations in the girder away from the piers.  There are several other ways to extend the span capacity limits of standard products.  These include using high-strength concrete, establishing moment continuity for superimposed deck and live loading, and utilizing pier geometry to allow longer spans.  Each of these methods is discussed and examples are provided.  This report discusses the design and construction of spliced-girder bridges.  Design theory, post-tensioning analysis and details, segment-to-segment joint details and examples of recently constructed spliced-girder bridges are given.  In recent years the trend toward increased span capacity of girder bridges has continued due to the need for improved safety and fast bridge replacement.  Precast concrete members must now span further while minimizing the superstructure depth in order to compete favorably with a new breed of high-performance structural steel I-beams.  This report presents four systems for creating continuous spliced concrete I-girders.  For continuous large-span precast/prestressed concrete spliced I-girder bridges, the optimum solution is often a haunched girder system.  Because of the need to use standard sizes as repetitively as possible and to clear overhead obstructions during shipping, a separate precast haunch block attached to the girder bottom flange is used to form a deeper section for the negative moment zone.  This report summarizes an extensive theoretical and experimental research project on the feasibility of splicing a haunch block onto a standard I-girder to form an efficient negative moment zone. Approximate formulas are developed to estimate losses in post-tension spliced girder construction based on NCHRP 18-07. An overview of NCHRP 18-07 is given followed by an explanation of the work done to extend the results of NCHRP 18-07 to post-tensioned construction.  A parametric study undertaken to develop the approximate formulas is then discussed.  Finally, the formulas are presented and evaluated.  The importance of protecting the corrosion sensitive post-tensioning steel is a focus in this research as well.  After the collapse of two post-tensioned structures in England and the recent discovery of corroded tendons in several Florida bridges, many owners began to investigate their grouted post-tensioned structures more closely. Numerous investigations found that typical grout mixes, equipment, and procedures used in the past, as well as field inspection procedures, were not adequate to protect the steel.
KW  - Bridge design
KW  - Corrosion protection
KW  - Girder bridges
KW  - Girders
KW  - Haunch blocks
KW  - High strength concrete
KW  - Long span bridges
KW  - Posttensioning
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Splicing
KW  - Tendons (Materials)
UR  - http://www.transportation.nebraska.gov/mat-n-tests/research/BridgeOther/Final%20Report%20P535.pdf
UR  - https://trid.trb.org/view/680904
ER  - 

TY  - RPRT
AN  - 00969835
AU  - Mirmiran, A
AU  - North Carolina State University, Raleigh
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - HYBRID FRP-CONCRETE COLUMN
PY  - 2003/12
SP  - 310 p.
AB  - Since 1993, the Florida Department of Transportation has effectively sought solutions to the corrosion and deterioration problems with their bridge substructures through the use of concrete-filled fiber reinforced polymer (FRP) tubes (CFFTs) as bridge piles and pier columns.  Earlier phases of this research focused on the feasibility and short-term performance of CFFTs through laboratory tests and field driving of precast CFFT piles near Tallahassee, Florida.  The objectives of this project were to (a) assess the long-term creep and shrinkage behavior of CFFTs, and (b) evaluate the cyclic behavior of CFFTs.  A large number of specimens were tested for creep and shrinkage, as well as for cyclic loading.  The study demonstrated that CFFT piles and columns not only withstand short-term static loading, but also perform very well under long-term sustained loading or dynamic and cyclic loading.  The study emphasizes the importance of proper design of the FRP tubes based on the type of applied loading.
KW  - Bridge piers
KW  - Bridge substructures
KW  - Columns
KW  - Concrete
KW  - Creep
KW  - Cyclic strength
KW  - Dynamic loads
KW  - Fiber reinforced plastics
KW  - Performance tests
KW  - Piles (Supports)
KW  - Repeated loads
KW  - Shrinkage
KW  - Static loads
KW  - Tubing
UR  - https://trid.trb.org/view/680827
ER  - 

TY  - RPRT
AN  - 00969837
AU  - Qureshi, M
AU  - Virkler, Mark R
AU  - Sanford Bernhardt, K L
AU  - Spring, G
AU  - Avalokita, S
AU  - Yathapu, N
AU  - Chilukuri, Venkat
AU  - King, T
AU  - Gibbons, K
AU  - University of Missouri, Rolla
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - HIGHWAY RAIL CROSSING PROJECT SELECTION
PY  - 2003/12
SP  - 77 p.
AB  - The Missouri Department of Transportation (MoDOT) currently uses an Exposure Index (EI) formula to prioritize its more than 4000 highway/rail crossings for safety upgrades.  The EI formula was developed in the 1970s and has not changed since then.  This study evaluates the effectiveness of the EI formula and examines the possibility of adoption of an alternative formula for use in Missouri for prioritizing crossings for safety improvements. Seven models used by other states to prioritize rail-highway grade crossings were selected for study.  A panel of officials associated with MoDOT, the U.S. Department of Transportation, and railroad companies was assembled to provide guidance to identify the most desirable models.  Eight criteria, along with their relative importance, were identified to rank the models. After the models were analyzed and final indices developed, the panel of experts was assembled again to review and select a potential replacement model for the EI.  The panel recommended the research team conduct sensitivity analyses on modifying the Kansas Design Hazard Rating Model for possible use in Missouri. Subsequent analyses were inconclusive in determining potential modifications to the Kansas Model.  However, it is the finding of this study that consideration should be given to replacing the EI with a form of the Kansas Model and that further research be conducted on defining the necessary modifications to the Kansas Model.
KW  - Hazard evaluation
KW  - Improvements
KW  - Panel studies
KW  - Railroad grade crossings
KW  - Ratings
KW  - Recommendations
KW  - Safety
KW  - Strategic planning
UR  - http://library.modot.mo.gov/RDT/reports/Ri01010/RDT03017.pdf
UR  - https://trid.trb.org/view/680832
ER  - 

TY  - RPRT
AN  - 00969797
AU  - Smith, B L
AU  - Venkatanarayana, R
AU  - Smith, C D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - ITS DATA QUALITY: ASSESSMENT PROCEDURE FOR FREEWAY POINT DETECTORS
PY  - 2003/12
SP  - 29 p.
AB  - The Virginia Department of Transportation (VDOT) has made significant investments in the traffic-monitoring infrastructure that supports intelligent transportation systems (ITS).  The purpose of this infrastructure is to provide accurate, real-time information on the status of the transportation system; thus it is critical that the monitoring infrastructure provide accurate data.  Although detectors are usually tested immediately after installation, it is well known that they operate in a very harsh environment and thus are susceptible to degradation in accuracy and/or complete failure.  Consequently, a long-term commitment to data quality assurance is required through maintenance, data quality assessment testing, and repair/replacement.  The quality of data from ITS applications is becoming increasingly important as the data are more widely used.  Not only are the data used in real-time operations, but also in myriad other, often more traditional, transportation applications.  The purpose of this research project was to develop a procedure that VDOT could use to assess its ITS data quality.  The report includes a data quality assessment procedure that is based on theory, practice, and empirical investigation.  The procedure has the following key features:  Benchmark data collection using temporary installation of non-intrusive detectors (This data collection technique provided the best approach to collect large quantities of validated data without disrupting traffic flow.); Data quality assessed at the lane level to pinpoint problem detectors; Data quality assessed at the 1-minute interval (or minimum practical measurement interval) level to provide sufficient quantities of data in reasonable periods of time; and Analysis techniques including both measures and plots, which provide quantitative and visual indications of data quality. The authors recommend that VDOT begin to use the procedure on both an ad-hoc basis and in a statewide program as a means of protecting its significant investment in ITS data collection.
KW  - Data collection
KW  - Data quality
KW  - Detectors
KW  - Evaluation and assessment
KW  - Intelligent transportation systems
KW  - Quality assurance
KW  - Virginia Department of Transportation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr10.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37169/04-cr10.pdf
UR  - https://trid.trb.org/view/680719
ER  - 

TY  - RPRT
AN  - 00969800
AU  - Clemena, G G
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - INVESTIGATION OF THE RESISTANCE OF SEVERAL NEW METALLIC REINFORCING BARS TO CHLORIDE-INDUCED CORROSION IN CONCRETE
PY  - 2003/12
SP  - 28 p.
AB  - The Virginia Department of Transportation recently initiated a search for metallic reinforcing bars that are not only more durable and corrosion resistant than the epoxy-coated bars currently used, but also economical.  In the last few years, several new bars have shown promise; one is still in the developmental stage.  These bars are (1) stainless steel-clad carbon steel bars, (2) bars made of an MMFX-2 "microcomposite" steel, (3) bars made of a new "lean" duplex stainless steel called 2101 LDX, and (4) a carbon steel bar coated with a 2-mil layer of arc-sprayed zinc and then epoxy.  These bars were embedded in concrete blocks, which were then subjected to severe weekly cycles of ponding with a saturated salt solution and drying.  For comparison, two solid stainless steel (304 and 316LN) bars and a carbon steel bar (ASTM A 615) were also included.  The times-to-corrosion of these bars were estimated through almost weekly monitoring of the macrocell current, open-circuit potential, and polarization resistance for up to 3 years.  From a chloride concentration-vs.-time profile established for the test blocks, the amount of chloride ions each bar was able to tolerate was estimated and compared.  Based on such information, an analysis of the long-term costs associated with the use of these bars in a bridge deck in Virginia was also conducted.  This interim report was prepared to provide bridge engineers with this timely information.  The information should be valuable in making a rational selection of the most cost-effective metallic reinforcing bars that will satisfy the specified design life for concrete bridge components that will be exposed to different degrees of salting.
KW  - Bridge decks
KW  - Carbon steel
KW  - Chlorides
KW  - Corrosion resistance
KW  - Cost effectiveness
KW  - Durability
KW  - Epoxy coatings
KW  - Laboratory tests
KW  - Microcomposite steel
KW  - Reinforcing bars
KW  - Stainless steel
KW  - Zinc coatings
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r7.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37162/04-r7.pdf
UR  - https://trid.trb.org/view/680728
ER  - 

TY  - RPRT
AN  - 00969802
AU  - Clemena, G G
AU  - Kukreja, D N
AU  - Napier, C S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - TRIAL USE OF A STAINLESS STEEL-CLAD STEEL BAR IN A NEW CONCRETE BRIDGE DECK IN VIRGINIA
PY  - 2003/12
SP  - 30 p.
AB  - As part of the Virginia Transportation Research Council's effort to identify cost-effective, corrosion-resistant reinforcing bars that can be used in concrete bridges exposed to heavy salting, a 316L stainless steel-clad bar was tested in a new bridge deck under the Innovative Bridge Research and Construction Program sponsored by the Federal Highway Administration.  This field project was aimed at supplementing a laboratory evaluation that confirmed the excellent corrosion resistance of this potentially cost-effective material.  The project revealed no significant technical problem with substituting this type of bar for the black steel and epoxy-coated bars currently used.  A life-cycle cost analysis indicated that, even though the initial cost of the clad bars is slightly higher, the long-term cost is lower and the service life expectancy of the structure increases.
KW  - Bars (Building materials)
KW  - Bridge decks
KW  - Corrosion resistance
KW  - Cost effectiveness
KW  - Field tests
KW  - Life cycle costing
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Stainless steel
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r5.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37164/04-r5.pdf
UR  - https://trid.trb.org/view/680734
ER  - 

TY  - RPRT
AN  - 00969798
AU  - Peacock, K L
AU  - Demetsky, M J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - RESEARCH NEEDS FOR DEVELOPING A COMMODITY-DRIVEN FREIGHT MODELING APPROACH
PY  - 2003/12
SP  - 34 p.
AB  - It is well known that better freight forecasting models and data are needed, but the literature does not clearly indicate which components of the modeling methodology are most in need of improvement, which is a critical need in an era of limited research budgets.  This effort sought to identify those components using a logistics-driven approach as a starting point.  The research began by examining other states' responses to freight planning legislation.  A survey was sent to 47 states to determine the types of freight planning and freight modeling that occur and to understand the current data available and data needs.  Research was conducted to gather information on how the supply chain functions and how logistics decisions regarding supply chain management are made.  Sample supply chains were created for a variety of commodities, and mode choice was related to the behavioral aspects of the supply chain's logistics system.  Once the mode was determined, the route assignment could be determined based on the accessible freight infrastructure.  It was found that not all elements of the freight modeling methodology are equally weak:  indeed, trip attraction components for the production of raw materials and the dissemination of these materials from the manufacturing plant, whether to the consumer (in a tradition push system) or to a just-in-time distribution center (in the newer pull system) are adequately developed in practice.  However, it is critical that future research address the following needs, listed in order of descending priority:  (1) the mode choice component for delineating travel by air, truck, rail, water, or a combination thereof; (2) trip attraction equations for intermodal facilities that are used when manufacturing plants outsource key components rather than creating all components in-house; and (3) trip attraction equations for representing the flow of goods from distribution centers to the consumer.
KW  - Decision making
KW  - Forecasting
KW  - Freight transportation
KW  - Future
KW  - Logistics
KW  - Mathematical models
KW  - Mode choice
KW  - Planning
KW  - Research
KW  - States
KW  - Supply chain management
KW  - Surveys
KW  - Trip attraction equations
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr13.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37163/04-cr13.pdf
UR  - https://trid.trb.org/view/680722
ER  - 

TY  - RPRT
AN  - 00969799
AU  - Lung, W-S
AU  - Nice, A J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - MITIGATING CONTAMINANT TRANSPORT IN UTILITY INSTALLATIONS
PY  - 2003/12
SP  - 84 p.
AB  - In recent years, the Virginia Department of Transportation (VDOT) has experienced problems with various forms of contamination (primarily from underground storage tanks, USTs) migrating into its right-of-way.  In many cases VDOT has had to install culverts, pipes or other utilities through these contaminated areas.  Utility installation in VDOT's construction projects includes laying telephone lines, power lines, and construction of sanitary and storm sewers.  When installed through contaminated areas, these utilities or utility corridors may serve as conduits or preferential pathways for the migration of contaminants offsite, thereby introducing the probability of liability for VDOT.  Because little information exists regarding ways of preventing such contamination from migrating along preferential pathways created by the installation of utilities, the primary objective of this project, and the resulting document, is to classify the typical types of contamination problems and outline mitigation measures to prevent or minimize them.  Emphasis is placed on presenting real-world and practical mitigation methods, guidelines, and procedures.  Although the manual is intended for use by field operatives and designers primarily as a guide for obtaining additional, more detailed information, it also presents some methods that can be applied directly.
KW  - Contaminants
KW  - Contamination migration
KW  - Culverts
KW  - Drain pipe
KW  - Environmental protection
KW  - Guidelines
KW  - Installation
KW  - Liability
KW  - Manuals
KW  - Prevention
KW  - Procedures
KW  - Public utilities
KW  - Right of way (Land)
KW  - Storage tanks
KW  - Storm sewers
KW  - Virginia Department of Transportation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr14.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37170/04-cr14.pdf
UR  - https://trid.trb.org/view/680725
ER  - 

TY  - RPRT
AN  - 00969803
AU  - Arnold, E D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - USE OF POLICE IN WORK ZONES ON HIGHWAYS IN VIRGINIA
PY  - 2003/12
SP  - 53 p.
AB  - It is generally accepted that one of the most effective ways of controlling speed in a work zone is to have a staffed police car positioned at the beginning of the work zone with its lights flashing and radar on.  Drivers detect the presence of police either visually or via radar detectors and reduce their speed to comply with the posted work zone speed limit.  The reduced speeds and reduced variation in speeds result in fewer accidents and minimize dangerous interactions between vehicles and work zone workers and equipment.  A number of studies support these observations.  The use of police enforcement in work zones is a common practice among state departments of transportation, and the Virginia Department of Transportation (VDOT) is no exception.  VDOT has an agreement with the Virginia State Police (VSP) for paying for and implementing the strategy in VDOT work zones and a mutually developed set of guidelines for using police enforcement.  The purpose of the research was to document the current practices regarding the use of police in work zones in Virginia and to determine if any enhancements could be made. The research effort consisted of literature reviews to establish the background for police enforcement in work zones, discussion with and input from VDOT and VSP personnel, and the administration of a questionnaire survey.  A questionnaire survey was sent to personnel in VDOT, VSP, and VMS, Inc., asking the respondent's opinion about the effectiveness of using police in work zones and a number of questions about the work zone enforcement practices being used.  The use of police in work zones was almost unanimously felt to be effective in reducing speeds and improving safety in work zones, and few adverse effects were noted.  Recommendations were made regarding the development and implementation of training in basic work zone operations, the development of a standard agreement for possible use with local police agencies, the use of more than one police officer, the promotion of the maximum $500 fine for speeding in work zones, the requirement that police officers wear safety vests when outside their vehicle in a work zone, and the development of a standard pay practice for cancellations.
KW  - Interviewing
KW  - Literature reviews
KW  - Police
KW  - Questionnaires
KW  - Recommendations
KW  - Speed control
KW  - State of the practice
KW  - Surveys
KW  - Traffic law enforcement
KW  - Virginia
KW  - Virginia Department of Transportation
KW  - Virginia State Police
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-r9.pdf
UR  - http://ntl.bts.gov/lib/37000/37100/37166/04-r9.pdf
UR  - https://trid.trb.org/view/680736
ER  - 

TY  - RPRT
AN  - 00969786
AU  - Epps Martin, A
AU  - Park, E S
AU  - Arambula, E
AU  - Spiegelman, C
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - ASSESSMENT OF THE TXDOT BINDER QUALITY ASSURANCE PROGRAM
PY  - 2003/12
SP  - 88 p.
AB  - Most state departments of transportation (DOTs) maintain asphalt binder quality assurance (QA) programs to ensure that asphalt binders used in the construction of their road system meet specifications stipulated for each project.  The Texas Department of Transportation (TxDOT) samples and approves asphalt materials at the source and utilizes these materials in highway projects without consideration of possible changes in properties that may occur between production and use during construction.  Historic concern and limited recent data indicate that binder properties do change, contributing to difficulties during construction operations and poor performance.  The primary goal of this project was to evaluate the current TxDOT binder QA program and recommend revisions as necessary toward improving quality.  This final report documents an assessment of the current program based on (1) an extensive information search and review that included two detailed surveys of TxDOT districts and nine other state DOTs and (2) results from a comprehensive laboratory testing program that simulated factors that may affect changes in binder properties prior to use. Recommendations for improvement are provided, and these recommendations are evaluated in terms of resource requirements. In a recommended total binder quality system the binder QA program would be one tool to improve material quality used during construction.  Other recommended tools include mandated quality control (QC) plans for both suppliers and contractors that require special handling for binders, training programs for sampling and testing, general education seminars presenting the goals of the system to all involved, and a round-robin program to establish testing variability.  Development of a user-friendly database for storing binder QA data that includes storage times, storage temperatures, and pavement performance data is also recommended with a suggestion of frequent analysis of these data, possibly to set frequency rates for field sampling by binder and supplier.
KW  - Bituminous binders
KW  - Databases
KW  - Districts and authorities
KW  - Education and training
KW  - Laboratory tests
KW  - Properties of materials
KW  - Quality assurance
KW  - Quality control
KW  - Sampling
KW  - State departments of transportation
KW  - Surveys
KW  - Testing
KW  - Texas
UR  - https://trid.trb.org/view/680693
ER  - 

TY  - RPRT
AN  - 00968591
AU  - Dailey, Donald J
AU  - Cathey, F W
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - TRANSIT VEHICLES AS TRAFFIC PROBE SENSORS
PY  - 2003/12
SP  - 43 p.
AB  - Performance monitoring is an issue of growing concern both nationally and in Washington State.  Travel times and speeds have always been of interest to traveler-information researchers, but as they become a key measure in performance monitoring, this interest is now greater than ever.  However, instrumenting the roadway infrastructure to obtain this type of data is very expensive.  In this project, transit vehicles are used as probe sensors and a framework is developed to use the vehicle position estimates as a speed sensor.  This report documents the second phase of a three-phase project that will create a robust set of virtual sensors for freeways and arterials.  The first phase was a proof of principle that examined the statistics of successfully using transit vehicles as traffic probes.  The results of the second phase are presented in this report.  An optimal filter method is described that estimates acceleration, speed, and position as a function of space and time.  The third phase will implement a server to place speed estimates from the transit probe virtual sensors into the Washington State Department of Transportation (WSDOT) Northwest Region's operational Traffic Management System.  WSDOT will benefit from this work by gaining additional traffic management sensing capabilities without the additional installation and maintenance costs of cabinets, loops, and communications.  The traveling public in metropolitan Seattle will benefit from having additional traveler information about arterials that can be used as alternatives to freeway travel. Publication of results that validate the techniques used to derive virtual sensors from transit probe vehicles will have a national impact as an increasing number of cities use transit fleet management systems.
KW  - Advanced traveler information systems
KW  - Arterial highways
KW  - Freeways
KW  - Kalman filtering
KW  - Probe vehicles
KW  - Traffic control
KW  - Traffic speed
KW  - Transit buses
KW  - Travel time
UR  - https://trid.trb.org/view/679654
ER  - 

TY  - RPRT
AN  - 00968590
AU  - Wall, Z
AU  - Dailey, Donald J
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - AUTOMATA MODEL FOR CONGESTION PREDICTION
PY  - 2003/12
SP  - 71 p.
AB  - The overall goal of this project is to create a method for predicting traffic congestion on freeway corridors.  When implemented, it will provide a traffic service like that of "pin-point Doppler" weather radar that can predict growing or dissipating congestion.  Preliminary versions of the model used real-time loop data to successfully reproduce traffic behavior under moderately congested conditions.  To improve the model for heavily congested conditions, the model had to be accurately calibrated.  The process of calibrating the model revealed that inductance loop errors were preventing accurate results.  An algorithm to correct the data from improperly functioning loops was developed and published at the 2003 Transportation Research Board Annual Meeting.  The corrected loop data from the TDAD (Traffic Data Acquisition and Distribution) data mine are now being used to calibrate the model.  The algorithm created in support of this effort can be used with malfunctioning loops to improve the freeway management system performance monitoring effort.
KW  - Algorithms
KW  - Calibration
KW  - Correction (Mathematics)
KW  - Errors
KW  - Freeways
KW  - Loop detectors
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Real time data processing
KW  - Traffic congestion
KW  - Traffic data
UR  - http://depts.washington.edu/trac/bulkdisk/pdf/577.1.pdf
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/577.1.pdf
UR  - https://trid.trb.org/view/679652
ER  - 

TY  - RPRT
AN  - 00968323
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
TI  - STRATEGIES FOR REDUCING HIGHWAY PROJECT DELIVERY TIME AND COST
PY  - 2003/12
SP  - 36 p.
AB  - In 2002, the AASHTO Standing Committee on Quality (SCOQ) partnered with the Federal Highway Administration to conduct a benchmarking study on project delivery time and cost management. The purpose of this study is to find and share successful practices and strategies in reducing project delivery time, specifically, (1) focusing on preconstruction (from project conception to advertisement including environmental process); (2) management of total design cost: (3) construction inspection/engineering cost management; and (4) management of cost overruns/change orders in construction. The reason for selecting these key processes is that SCOQ believes these areas are of particular interest to State Department of Transportation (DOT) top executives as they are faced with the daunting task of delivering highway projects on time and within budget. These four areas are key indicators in measuring a DOT's effectiveness and efficiency and have a major impact on the DOT's customers. The focus of this study is to document how states reduce their project cost and time without comparing states. While many of the strategies presented in this report appear attractive and practical, one should keep in mind that they may not be applicable for every state and some may have to be tailored to meet individual state needs.
KW  - Advertising
KW  - Benchmarks
KW  - Change orders
KW  - Cost management
KW  - Cost overruns
KW  - Costs
KW  - Design
KW  - Environmental impacts
KW  - Highway engineering
KW  - Highway planning
KW  - Highways
KW  - Inspection
KW  - Project delivery time
KW  - Project management
KW  - Road construction
KW  - Strategic planning
UR  - http://downloads.transportation.org/Quality-FinalReport_Partnering.pdf
UR  - https://trid.trb.org/view/679236
ER  - 

TY  - RPRT
AN  - 00968305
AU  - Soltesz, S
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - WASHING BRIDGES TO REDUCE CHLORIDE
PY  - 2003/12
SP  - 27 p.
AB  - Chloride ions are known to promote the corrosion of steel in reinforced concrete. This project was undertaken to investigate the efficacy of washing, to reduce chloride content and chloride ion uptake. The project consists of a laboratory and a field component over a period of four years.  In the field component test sections of a coastal bridge have been pressure washed on a once per year and twice per year schedule. A set of washing trials is also being conducted on concrete blocks exposed to salt water in the laboratory, to determine whether chloride ions can be removed from the concrete and whether the ingress of chloride ions can be reduced. After two years, the effect of washing on removing chloride ions was inconclusive, but washing did reduce the uptake of chloride ions by up to 89%. Chloride levels decreased with a washing cycle of once per day, but no change was observed with washing cycles of once per week or once per month. Based on these results, field testing on the bridge was discontinued. The laboratory washing will continue for another two years.
KW  - Chloride content
KW  - Chlorides
KW  - Concrete bridges
KW  - Corrosion
KW  - Corrosion protection
KW  - Ions
KW  - Maintenance
KW  - Reinforced concrete
KW  - Reinforcing steel
KW  - Washing
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WashingBridgeInterim.pdf
UR  - https://trid.trb.org/view/679160
ER  - 

TY  - RPRT
AN  - 00969861
AU  - Bender, D
AU  - Schamber, J
AU  - MarketLine Research
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - MOTOR CARRIER SERVICES CUSTOMER SATISFACTION ASSESSMENT
PY  - 2003/11/30
SP  - 99 p.
AB  - This report summarizes, by truck operator segment and South Dakota Highway Patrol (SDHP) Motor Carrier Services (MCS) enforcement zone, perceptions of MCS performance in enforcing federal and South Dakota trucking regulations.  It also assesses service areas relating to information requests, trucking safety and MCS prevention activities.  The study identifies key factors underlying formation of perceptions of MCS organization and its staff.  Key user segments surveyed included agricultural truck operators, business truck operators and carriers operating registered commercial vehicles for hire.  In addition MCS staff perceptions are included.  The study includes opinions of 456 truck operators residing within South Dakota.  Equal representation is reflected in the operator segments and across enforcement zones.  60 MCS staff participated in the study.  Key objectives that guided both the qualitative (one-on-one executive interview and focus group) and quantitative (telephone interview) components of this research were:  to assess perceptions regarding the importance of motor carrier enforcement services and satisfaction with their delivery within the trucking industry and the SDHP MCS unit, to identify underlying causes or factors that shape these perceptions, and to recommend solutions that will enable the trucking industry and MCS to improve working relationships while maintaining highway safety.  This research provides the framework for developing an action plan to strengthen the work relationships between the trucking industry and SDHP MCS.
KW  - Customer satisfaction
KW  - Law enforcement
KW  - Law enforcement personnel
KW  - Motor carriers
KW  - Police patrol
KW  - Regulations
KW  - South Dakota
KW  - South Dakota Highway Patrol Motor Carrier Services
KW  - Surveys
KW  - Truck operators
KW  - Trucking
UR  - http://www.sddot.com/business/research/projects/docs/SD2003_03.Final_Report.pdf
UR  - https://trid.trb.org/view/680901
ER  - 

TY  - RPRT
AN  - 01114066
AU  - Wild, James R
AU  - Eliassen, Thomas D
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Alkali-Silica Reactivity in Portland Cement Concrete, Phase I Vermont Aggregate Evaluation
PY  - 2003/11/20
SP  - 90p
AB  - Alkali-silica reactivity (ASR) is of concern worldwide and has gained more attention in recent years as a problem to concrete durability. Throughout the State of Vermont, many transportation structures show signs of potential ASR activity. Vermont’s neighboring states have or are currently investigating ASR and finding it to be widespread. Given the results of neighboring states' investigations, it was suspected that much of the cracking in Vermont's structures could be attributed to ASR. The goals of this research were to: 1) Evaluate aggregate from select existing sources for ASR potential in portland cement concrete; 2) Investigate existing structures for presence of ASR; and 3) Determine appropriate mitigation or remediation options to prevent further ASR distress in both new and existing structures. This report presents the results of the first phase of study. Eleven coarse aggregate sources were selected for the initial part of this research. Of those selected, five were found to be at or above the suggested percent expansion limit threshold for ASR potential. Petrographic analysis was performed to assess for cracking and gel formations that are characteristic of ASR activity. Based on petrographic analysis, it was found that seven of the eleven sources showed signs of ASR development. Based on conclusions reached in this study, recommendations were made that include further screening and initiation of the second phase of the study.
KW  - Aggregates
KW  - Alkali silica reactions
KW  - Concrete structures
KW  - Cracking
KW  - Durability
KW  - Petrography
KW  - Portland cement concrete
KW  - Vermont
UR  - https://trid.trb.org/view/873675
ER  - 

TY  - RPRT
AN  - 00980095
AU  - Yelverton, F
AU  - Gannon, T
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - VEGETATION MANAGEMENT UNDER GUARDRAILS FOR NORTH CAROLINA ROADSIDES
PY  - 2003/11/20
SP  - 20 p.
AB  - During the spring of 1998 the North Carolina Department of Transportation (NCDOT) began a guardrail installation initiative which required over 1000 miles of newly installed median guardrail on North Carolina's major thoroughfares.  The implementation of this program increased workloads and maintenance costs for the NCDOT.  Turfgrasses currently used under and adjacent to guardrails include primarily 'Kentucky-31' tall fescue (Festuca arundinacea Schreb.) and bahiagrass (Paspalum notatum L.).  Unfortunately, these species possess high maintenance requirements.  Alternative species such as centipedegrass (Eremochloa ophiuriodes) or zoysiagrass (Zoysia japonica) would reduce maintenance costs on these thoroughfares due to lower maintenance requirements.  Centipedegrass is a minimal input turf species requiring no more than 44 lb N/a/yr and infrequent mowing.  It is adapted to a wide range of soil conditions, but grows best in sandy, acidic soils which make it ideal for increased use along roadsides.  Further, these species improve motorists' visibility due to inconspicuous seedheads resulting in safer, more economical, and aesthetically pleasing roadsides.  In a majority of these situations, centipedegrass was sodded into existing roadside vegetation which included turf species such as bahiagrass or tall fescue.  The purpose of this research was to determine management plans for these areas where centipedegrass of zoysiagrass was sodded into existing vegetation.  Management plans included herbicide and plant growth regulator tolerance as well as practices to transition the roadside to centipedegrass or zoysiagrass in an effort to achieve a monoculture turfgrass stand.  Experiments included centipedegrass tolerance to herbicides and plant growth regulators applied at seeding and soon thereafter, centipedegrass survival when subjected to various fertility regimes, zoysiagrass versus centipedegrass establishment from sod under roadside conditions, among others.
KW  - Aesthetics
KW  - Costs
KW  - Grasses
KW  - Guardrails
KW  - Herbicides
KW  - Maintenance
KW  - Maintenance management
KW  - Plant growth regulators
KW  - Roadside
KW  - Safety
KW  - Vegetation control
UR  - http://ntl.bts.gov/lib/24000/24700/24799/Final_Report_2001-06.pdf
UR  - https://trid.trb.org/view/740818
ER  - 

TY  - ABST
AN  - 01464670
TI  - Synthesis of Information Related to Highway Problems. Topic 35-06. Access Rights
AB  - <p>TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 351 examines issues involved in acquiring access rights along roadways other than freeways. The report documents the state of the practice with the intent to limit the amount of access to the roadway for the purpose of managing highway safety and mobility.  The report documents successful practices and current policies, legal and real estate literature, and other publications that address this subject.  </p>
KW  - Access
KW  - Access control (Transportation)
KW  - Highway safety
KW  - Mobility
KW  - Right of way (Land)
KW  - State of the practice
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=74
UR  - https://trid.trb.org/view/1232902
ER  - 

TY  - RPRT
AN  - 00980586
AU  - Federal Highway Administration
AU  - Iowa Department of Transportation
TI  - FEDERAL HIGHWAY ADMINISTRATION FINDING OF NO SIGNIFICANT IMPACT FOR IMPROVEMENT OF U.S. 20, SAC, CALHOUN AND WEBSTER COUNTIES IN IOWA
PY  - 2003/11/19
SP  - 118 p.
AB  - The report contains the environmental assessment and comments relating to the proposed action of improving approximately 50 miles of U.S 20 through Sac, Calhoun and Webster counties in Iowa.  Based on an analysis of impacts in the environmental assessment, which has been independently evaluated by the Federal Highway Administration, and on public review of the proposed project, it is the finding of this report that the proposed highway improvement is necessary for safety and efficient travel through the corridor and to meet present and future traffic service demands.  Additionally, environmental investigations conducted by the Iowa Department of Transportation indicate that the construction will not result in significant impacts within the corridor and that additional, more intensive environmental investigations are not warranted.
KW  - Environmental impact analysis
KW  - Environmental impacts
KW  - Evaluation and assessment
KW  - Highway design
KW  - Improvements
KW  - Iowa
UR  - https://trid.trb.org/view/740967
ER  - 

TY  - RPRT
AN  - 00969914
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - OREGON REGIONAL INTELLIGENT TRANSPORTATION SYSTEMS (ITS) INTEGRATION PROGRAM - FINAL PHASE III REPORT: TRANSIT TRACKER INFORMATION DISPLAYS
PY  - 2003/11/14
SP  - 88 p.
AB  - This document outlines the evaluation strategies, data collection approach, and a comparison of baseline and post-deployment results for "Transit Tracker," a real-time transit arrival information system in Portland.  This is the first of four Phase III documents that will be delivered as part of this evaluation.  This Phase III Report is structured in the following format:  Section 1 - Introduction - Provides information on the Oregon Regional ITS Integration Program projects that are being evaluated nationally; Section 2 - Background - Provides background information on ITS in Oregon and a description of the Transit Tracker system, including project goals, and summarizes the evaluation approach, hypotheses and measures of effectiveness developed previously and detailed in the Evaluation Plan; Section 3 - Before and After Intercept Interviews - Details the data collection plan and process, and provides a comparison of the baseline and post-deployment results from the Transit Tracker intercept surveys; Section 4 - Ridership Data Analysis - Details an analysis of ridership data, specifically nighttime boardings and adjacent stop boardings before and after implementation of Transit Tracker; Section 5 - Transit Tracker Online Survey - Details the data collection plan and process, and presents the results from the Transit Tracker online survey; and Section 6 - Summary and Conclusions - Summarizes the major findings of the evaluation, states the major conclusions drawn from the results, and lists recommendations to the Federal Highway Administration for next steps.
KW  - Advanced traveler information systems
KW  - Before and after studies
KW  - Data collection
KW  - Evaluation and assessment
KW  - Intelligent transportation systems
KW  - Portland (Oregon)
KW  - Real time information
KW  - Recommendations
KW  - Ridership
KW  - Transit arrival information systems
KW  - Travel surveys
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13938_files/13938.pdf
UR  - https://trid.trb.org/view/681048
ER  - 

TY  - RPRT
AN  - 00974824
AU  - Andrus, R D
AU  - Zhang, J
AU  - Ellis, B S
AU  - Juang, C H
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDE FOR ESTIMATING THE DYNAMIC PROPERTIES OF SOUTH CAROLINA SOILS FOR GROUND RESPONSE ANALYSIS
PY  - 2003/11/13
SP  - 141 p.
AB  - South Carolina is the second most seismically active region in the eastern U.S.  The 1886 Charleston earthquake caused about 60 deaths and an estimated $23 million (1886 dollars) in damage. An important step in the engineering design of new and the retrofit of existing structures in earthquake-prone regions is the prediction of strong ground motions.  Required inputs for ground response analysis include the small-strain shear wave velocity, the variation of normalized shear modulus with shear strain, and the variation of material damping ratio with shear strain for each soil layer beneath the site in question. Collectively, these inputs are known as the dynamic soil properties.  This report presents guidelines for estimating the dynamic properties of South Carolina soils for ground response analysis.  Regression equations for estimating small-strain shear-wave velocity from cone penetration test (CPT) and standard penetration test (SPT) data are presented in this guide.  The regression equations are based on findings in previous studies and 123 penetration-velocity data pairs from South Carolina.  Variables in the CPT-velocity equations are: cone tip resistance, soil behavior type index, depth, and geology.  In the SPT-velocity equations, variables are: corrected blow count, fines content, depth, and geology. Shear-wave velocity measurements in Pleistocene soils are 20% to 30% greater than velocity measurements in Holocene soils with the same penetration resistance.  In Tertiary soils, shear-wave velocity measurements are 40% to 130% greater than velocity measurements in Holocene soils with the same penetration resistance, and appear to depend on the amount of carbonate in the soils.  Predictive equations for estimating normalized shear modulus and material damping ratio are also presented.  They are based on a modified hyperbolic model and test results from Resonant column and Torsional Shear tests on 122 samples.  Input variables in the predictive equation for normalized shear modulus are:  strain amplitude, confining stress, plasticity index (PI), and geology.  In general, the recommended normalized shear modulus curve for Holocene soils with PI=0 follows the Seed et al. upper range curve for sand, the Idriss curve for sand, and the Stokoe et al. curve for sand.  On the other hand, the recommended normalized shear modulus curves for the older soils with PI=0 generally follow the Seed et al. mean or lower range curves for sand and the Vucetic and Dobry curve for PI=0 soil.  The material damping ratio curves are expressed in terms of normalized shear modulus and minimum material damping ratio. Relationships between minimum damping and PI are developed based only on Torsional Shear test data.  In general, the recommended damping curve for Holocene soils with PI=0 follows the Seed et al. lower range curve for sand and the Idriss curve for sand and clay.  The recommended damping curves for the older soils with PI=0 generally follow the Seed et al. mean curve for sand and the Vucetic and Dobry curve for PI=0 soils.
KW  - Clay
KW  - Damping (Engineering)
KW  - Earthquake engineering
KW  - Equations
KW  - Estimating
KW  - Geology
KW  - Guidelines
KW  - Penetration resistance
KW  - Plasticity index
KW  - Regression analysis
KW  - Sand
KW  - Seismicity
KW  - Shear modulus
KW  - Shear wave velocity
KW  - South Carolina
UR  - https://trid.trb.org/view/698237
ER  - 

TY  - RPRT
AN  - 00970574
AU  - Noyce, D A
AU  - Elango, V V
AU  - University of Massachusetts, Amherst
AU  - Massachusetts Highway Department
AU  - Federal Highway Administration
TI  - SAFETY EVALUATION OF CENTERLINE RUMBLE STRIPS
PY  - 2003/11/10
SP  - 115 p.
AB  - A study of centerline rumble strips was undertaken as part of the Massachusetts Highway Department Research Program.  The objective of this research was to evaluate the effectiveness of centerline rumble strips in reducing crossover crashes and improving the safety of undivided roadways.  The research was divided into three distinct phases.  The objective of Phase I was to identify the current use of centerline rumble strips in the U.S. and around the world.  Phase I also included a review of the current state-of-the-knowledge related to centerline rumble strips.  The objective of Phase II was to evaluate the safety effects of the current installations of centerline rumble strips in Massachusetts on State Routes 2, 20, and 88.  Finally, the objective of Phase III was to determine driver reaction to centerline rumble strips by evaluating behavior in a full-scale driving simulator.  The experiment was conducted during the summer and fall of 2001 and spring and summer of 2002.  Phase I results found that 20 of the 50 state departments of transportation, along with several provinces in Canada, are using centerline rumble strips.  Several more states plan to use centerline rumble strips in the future.  Massachusetts continues to be a leader in the use of centerline rumble strips as a safety measure.  States that do not plan to use centerline rumble strips had concerns with noise, pavement deterioration, pooling and freezing water in the rumble strips, and the safety of motorcyclists and bicyclists.  The results of the crash analysis found that Route 2 experienced a slight decrease in the annual frequency of targeted crashes while Routes 20 and 88 remained relatively consistent.  An analysis of fatal crashes at the study locations found no fatal crashes on Routes 2 and 88 in the study area since the installation of the centerline rumble strips.  Route 20 experienced fatal crashes in 1997 and 1998, all after the installation of centerline rumble strips.  No fatal crashes were experienced on Route 20 in 1999 and 2000. This study found no significant change in crash frequencies before and after the installation of centerline rumble strips. There was no evidence found to suggest that the installation of the centerline rumble strips significantly reduced crash rates. Phase III considered the human factors elements of rumble strips and evaluated driver reaction to encounters with centerline rumble strips.  The results found that drivers took more time to return to the travel lane when centerline rumble strips were present.  Approximately 27% of the drivers made an initial leftward vehicle correction when encountering centerline rumble strips.  No improper corrections were experienced with shoulder rumble strip scenarios.
KW  - Behavior
KW  - Canada
KW  - Center lines
KW  - Drivers
KW  - Driving simulators
KW  - Fatalities
KW  - Highway safety
KW  - Massachusetts
KW  - Rumble strips
KW  - State of the art
KW  - Surveys
KW  - Traffic crashes
KW  - United States
UR  - http://ntl.bts.gov/lib/26000/26800/26845/Safety_evaluation_of_centerline_rumble_strips.pdf
UR  - https://trid.trb.org/view/696545
ER  - 

TY  - RPRT
AN  - 00976281
AU  - Sabra, Wang & Associates
AU  - Federal Highway Administration
TI  - I-68 FOG DETECTION SYSTEM PLANNING REPORT
PY  - 2003/11/07
SP  - 25 p.
AB  - On May 23, 2003, a multi-vehicle accident was reported on Interstate 68 at mile post 29, eastbound. When Fire and Rescue Units arrived, they found several vehicles involved in the eastbound accident. Garrett County Sheriff's Dept. Communications Operator Bill Wiltison noted that this accident occurred around 1:20 p.m. Friday; and a second, larger accident, involving more than 50 vehicles, began almost an hour later in the westbound lanes. This second accident quickly turned into a nightmare involving a chain reaction with nearly 90 vehicles, including tractor trailers. Heavy fog was blamed for the accident. Interstate 68 remained closed for approximately 24 hours after the first accident occurred. Fog is a cloud that forms at the surface of the earth. It consists of a multitude of minute water droplets suspended in the atmosphere. According to international definitions, fog is present when horizontal visibility drops below 0.62 miles or one kilometer. Heavy fog is defined as visibility below 0.25 miles. This serious multivehicle accident, the latest in a series of accidents caused by reduced visibility in fog, was the impetus for this investigation into remedial measures can be applied in this fog-prone corridor. The corridor in question extends along I-68 from the West Virginia state line to the vicinity of Frostburg, Maryland, a distance of approximately 35 miles. The objective of this project is to install a system that will identify conditions of low visibility and notify approaching drivers of the limited visibility situation before they encounter it. Following an introduction, this report provides a discussion of similar projects and the technology they employed. With this background, the report examines the project site and identifies fog-prone areas. It then defines sensor locations and traffic sign locations within these areas. The state highway administration (SHA) has an investment in road weather information systems (RWIS) infrastructure in this corridor. The next section identifies key components of this infrastructure. The final section of the report provides a description of various alternative approaches and recommends a specific solution. In this last section, the recommended solution is described in detail and costed.
KW  - Chain reactions (Traffic accidents)
KW  - Crash causes
KW  - Detectors
KW  - Driver information systems
KW  - Fog
KW  - Highway corridors
KW  - Highway safety
KW  - Interstate highways
KW  - Maryland
KW  - Multiple vehicle crashes
KW  - Road weather information systems
KW  - Tractor trailer combinations
KW  - Traffic crashes
KW  - Traffic safety
KW  - Visibility
KW  - Visibility distance
KW  - Weather
KW  - West Virginia
UR  - http://knowledge.fhwa.dot.gov/cops/hcx.nsf/All+Documents/28304F9DD66F764385256E7E0075162D/$FILE/MD%20I68%20Fog%20Report.pdf
UR  - https://trid.trb.org/view/702842
ER  - 

TY  - ABST
AN  - 01460463
TI  - Instrumentation and Monitoring the Performance of the FRP Shear Strengthening of the Salt Lake Boulevard Bridge
AB  - The Salt Lake Boulevard Bridge over Halawa Stream is a 3-span,continuous, prestressed concrete girder bridge. The 150-ft long, 100-ft wide bridge carries six lanes of heavy traffic. It has been determined that the shear capacity of some girders is inadequate. Furthermore, visual inspection has revealed that 16-girders have hairline diagonal shear cracks near the supports. These shear cracks are potentially quite serious. As a result, the City and County of Honolulu plans to strengthen the girders in shear. Although a specific strengthening system has not yet been selected, an FRP composite system appears to be the best alternative. It is anticipated that a strengthening system will be selected in the first half of 2003. If an FRP system is chosen, the principal investigators propose herein to instrument the FRP to measure its effectiveness under the dynamic traffic loads. Of particular interest is the possible delamination over extended periods caused by the dynamic loading and the resulting strain concentration as a result of movement of the existing cracks. We intend to monitor the performance of the FRP over several years. Should delamination occur, proper anchoring of the FRP, especially around reentrant corners and at the top and bottom, will be critical to its effectiveness. We propose to embed high fidelity, fiber optic sensors in the FRP layers as they are applied to the bridge. The shear strains in the girders will be quite small, and electrical resistance strain gages are inadequate to measure the strain with sufficient accuracy. High fidelity, fiber optic sensors, on the other hand, can measure very small strains. Sensors will be located both on the crack and above and below the crack. Measuring strains throughout the depth of the girders will allow delamination to be detected. A remote data acquisition system will be used so that the strain data will be transmitted continuously to our laboratory. Some data will be processed in real time and made available on a web site, so that authorized users, such as the city and state transportation departments, can observe the tests in real time. Finite element analysis of both uncracked and cracked, reinforced sections will be carried out to determine the theoretical shear strain distribution in the AASHTO-shaped girders. These predictions help in the placement of the strain gages. They will also be compared to the measured data.
KW  - Delamination
KW  - Dynamic loads
KW  - Dynamics
KW  - Fiber optics
KW  - Girder bridges
KW  - Long span bridges
KW  - Multi-span bridges
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Strain gages
UR  - https://trid.trb.org/view/1228680
ER  - 

TY  - ABST
AN  - 01458594
TI  - ITS for Work Zones
AB  - This project involves the development of an infrastructure-based collision warning system to mitigate the risk of crashes as vehicles approach and travel through work zones. Rear-end crashes have been an apparent problem in work zones. The basic idea of this project is to provide vehicles with sufficient warning of downstream slow-moving or stopped vehicles by using multiple low-cost speed detectors and small green/yellow/red LED warning signals along the work zones.  The project uses a distributed detection and warning system to measure the speed differentials between vehicles. When large speed differentials are detected within the predefined headway ranges, the system issues yellow/red warning signals to upstream vehicles that have higher speeds.
KW  - Crash avoidance systems
KW  - Infrastructure
KW  - Intelligent transportation systems
KW  - Light emitting diodes
KW  - Rear end crashes
KW  - Research projects
KW  - Warning signals
KW  - Warning systems
KW  - Work zone safety
UR  - https://trid.trb.org/view/1226805
ER  - 

TY  - RPRT
AN  - 01616155
AU  - Phelan, R Scott
AU  - Vann, W Pennington
AU  - Jayawickrama, P W
AU  - Burkett, William R
AU  - Rasband, Daniel
AU  - Leaverton, Michael
AU  - Senadheera, Sanjaya
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Innovative Design and Construction Methods for Off-System Bridges: Final Report
PY  - 2003/11//Technical Report
SP  - 153p
AB  - A research project was undertaken to develop innovative design and construction methods for off-system bridges that will significantly reduce bridge closure times while maintaining the quality of the construction and involving practical construction procedures. The Texas Tech University (TTU) research team has reviewed existing solutions to both the substructure and superstructure design of off-system bridges, including both standard Texas Department of Transportation (TxDOT) approaches and innovative state-of-the-art proprietary/commercial approaches. Also, several contracting issues pertinent to the problem have been addressed, especially the need for the prospect of other similar work in the future if a contractor is to invest in the equipment and training needed for an innovative method. Because of the strong dependence of the substructure on site conditions, no single substructure design is recommended at this time, although several approaches are discussed in detail that would not require the bridge to be taken out of service until the final abutments are installed. Two specific innovative superstructure designs with related construction schemes are presented. One is a full-width, full-depth precast deck panel design in which the panels are attached to traditional precast concrete or steel I-beams with new types of multi-directional shear and leveling screws. Only one or two small (30-ton or smaller) cranes are required. Also, only construction work from the top of the bridge is required. The method is expected to require only one or two days of bridge closure. For a 90-foot span without streambed access it will require specially designed erection beams and sliders. The other superstructure design is an adaptation of the patented channel bridge. For a 50-foot span this design will have quite shallow edge members that will provide excellent aesthetics and superior hydraulic profile, although it will require a larger crane and likely higher costs than for the first design. For a 90-foot span the post-tensioned edge members of the channel bridge design will have to be deeper and act as barriers.
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Innovation
KW  - Rehabilitation (Maintenance)
KW  - Replacement (Structural members)
UR  - http://library.ctr.utexas.edu/digitized/texasarchive/phase1/4375-TT-3.pdf
UR  - https://trid.trb.org/view/1429007
ER  - 

TY  - RPRT
AN  - 01457340
AU  - Fang, Chuanxin
AU  - Galal, Khaled A
AU  - Ward, David R
AU  - Haddock, John E
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Initial Study for Cost-Effectiveness of Joint/Crack Sealing
PY  - 2003/11
SP  - 259p
AB  - The sealing and resealing of joints and cracks in PCC, HMA, and composite pavements is assumed to be an important component of pavement maintenance. Recently this practice has been challenged by research indicating that sealing may not be cost-effective. The Indiana Department of Transportation currently spends approximately four million dollars annually to perform joint/crack sealing. The primary objective of the research presented in this report is to investigate the cost-effectiveness of joint/crack sealing in relation to pavement performance. The results of a mail survey showed that most states, including Indiana, do not have quantitative justification for sealing policies, nor do they know the cost-effectiveness of the operations. Based on the experimental design for this research, nineteen test sites were selected in Indiana, each site having one sealed section and one unsealed section. Collected data including falling weight deflectometer measurements, pavement roughness, visual condition surveys, and core samples were used to evaluate the pavement performance between sealed and unsealed sections. A three-dimensional finite element pavement model was developed to evaluate the test location effect on the load transfer measurements. The temperature effect was evaluated by statistical analyses and a temperature correction factor for deflections on asphalt pavement is provided. A statistical model was developed to compare the pavement performance between sealed and unsealed sections for three pavement types, PCC, HMA and composite. The results indicated that there appears to be no significant differences between the performance of sealed and unsealed sections regardless of pavement type, drainage condition and road classification.
KW  - Asphalt
KW  - Concrete
KW  - Cost effectiveness
KW  - Cracking
KW  - Joint sealing
KW  - Pavement joints
KW  - Pavement performance
UR  - http://dx.doi.org/10.5703/1288284313252
UR  - https://trid.trb.org/view/1218836
ER  - 

TY  - RPRT
AN  - 01334409
AU  - Wall, Robert D
AU  - Vernay, Rick
AU  - Gould, Delland
AU  - Luhman, Hope E
AU  - Louis Berger Group, Incorporated
AU  - Gannett Fleming, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Byways to the Past Technical Series, Volume 7: Mansfield Bridge Project. Hunters to Horticulturalists: The Archaeology of the Mansfield Bridge Site: SR 6015, Section D52, Tioga County, Pennsylvania
PY  - 2003/11//Final Report
SP  - 416p
AB  - The Louis Berger Group, Inc., has completed Phase III archaeological data recovery at the Mansfield Bridge Site (36Ti116) related to the planned relocation of SR 6015 between SR 2023 and Canoe Camp in Tioga County, Pennsylvania. The investigation was undertaken for Gannett Fleming, Inc., and the Pennsylvania Department of Transportation (PennDOT), Engineering District 3-0, in fulfillment of state and federal regulations. This report reviews the research design, results of the completed field investigations, and conclusions of the Phase III data recovery investigation at the Mansfield Bridge Site, a buried prehistoric site identified near the northern terminus of the proposed alignment and adjacent to the Tioga River. This location is part of the area proposed for construction of an interchange at the northern end of Section D52, where the Preferred West/East 1 Alternative crosses SR 6015 just south of Canoe Camp.
KW  - Archaeological surveying
KW  - Bridges
KW  - Historic sites
KW  - Interchanges
KW  - Location
KW  - Tioga County (Pennsylvania)
UR  - https://trid.trb.org/view/1097787
ER  - 

TY  - RPRT
AN  - 01167104
AU  - Marzougui, Dhafer
AU  - Eskandarian, Azim
AU  - Meczkowski, Leonard
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Evaluation of Redesigned Slipbase Sign Support Using Crash Simulation
PY  - 2003/11//Working Paper
SP  - 11p
AB  - Improvement in computer hardware and Finite Element (FE) software have made it possible to simulate complex phenomenon such as the behavior of automobiles and roadside hardware during crashes. In this paper, the performance of a modified 3"x3" slipbase sign support system is evaluated using Finite Element simulations. The first task of the study consisted of developing an accurate finite element model of the new 3"x3" slipbase. This is achieved by using full-scale tests that were conducted on an 8"x8" slipbase at 32 and 96 km/hr (20 and 60 mph) to validate an 8"x8" slipbase FE model. Once an accurate model of the 8"x8" slipbase is obtained, the exact modeling techniques used in developing this slipbase are used to construct a FE model of the 3"x3" slipbase. The second task of this study involved using the 3"x3" slipbase model to predict its behavior in a 32 and 96 km/hr (20 and 60 mph) impacts. The predictions showed that modified 3"x3" slipbase passes the NCHRP 350 safety criteria. These predictions were compared to full-scale tests that were conducted subsequent to the simulations. It was found that the FE model accurately predicted the full-scale test results. The final task of this study consisted of conducting a parametric FE analysis to determine the maximum clamping force that can be applied to the 3"x3" slipbase without causing it to fail the NCHRP 350 safety criteria. The computer simulation parametric study revealed that the bolts can be clamped up to their yielding point and the slipbase will still pass the safety criteria of acceptable vehicle velocity change.
KW  - Breakaway supports
KW  - Finite element method
KW  - Impact tests
KW  - Sign supports
KW  - Simulation
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926105
ER  - 

TY  - RPRT
AN  - 01167103
AU  - Mohan, Pradeep
AU  - Marzougui, Dhafer
AU  - Kan, Cing-Dao
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Validation of a Single Unit Truck Model for Roadside Hardware Impacts
PY  - 2003/11//Working Paper
SP  - 13p
AB  - The objective of this research is to validate the Finite Element (FE) model of a Ford F800 Single Unit Truck (SUT). The FE Model of the SUT was developed at the FHWA/NHTSA National Crash Analysis Center (NCAC) at the George Washington University. The SUT model has been used by several transportation safety researchers to evaluate and improve roadside safety hardware. In this study, the characteristics of the SUT model were investigated and several modifications were incorporated in the model to accurately simulate its interaction with roadside safety hardware. A full-scale crash test of the Ford F800 SUT impacting an F-shape Portable Concrete Barrier (PCB) was conducted at The Federal Highway Administration’s (FHWA) Federal Outdoor Impact Laboratory (FOIL) and used in the validation. The response of any vehicle impacting a PCB is primarily governed by the mass and suspension characteristics of the vehicle. Detailed methods for modeling the truck’s suspension components are discussed. The comparison between the FE Model and the crash test in terms of overall impact kinematics, component failure modes, velocity and acceleration at various locations of the vehicle are presented.
KW  - Barriers (Roads)
KW  - Finite element method
KW  - Impact tests
KW  - Model validation
KW  - Roadside safety hardware
KW  - Suspension systems
KW  - Temporary barriers
KW  - Test vehicles
KW  - Trucks
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926095
ER  - 

TY  - RPRT
AN  - 01127105
AU  - DeBlasio, Allan J
AU  - Jackson, David W
AU  - Research and Special Programs Administration
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - A Case Study: Connecticut Department of Transportation: An Innovative Procurement and Implementation Process
PY  - 2003/11//Final Report
SP  - 18p
AB  - In a recent study conducted by the John A. Volpe National Transportation Systems Center (Volpe Center), researchers found that intelligent transportation systems (ITS) projects that included the development of software, the integration of systems, or both continue to experience a significant number of delays. These delays may be caused by incorrectly estimating the level of effort needed to successfully complete such projects, improperly defining system requirements, inappropriately managing changing requirements, or employing a contractor not skilled in the required areas. The study also revealed that staffs at state departments of transportation (DOTs) are addressing these issues using innovative processes. This case study describes one such unique procurement process used by the Connecticut Department of Transportation (ConnDOT).
KW  - Case studies
KW  - Connecticut
KW  - Implementation
KW  - Innovation
KW  - Intelligent transportation systems
KW  - Procurement
KW  - State departments of transportation
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14044.html
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14044_files/14044.pdf
UR  - https://trid.trb.org/view/887670
ER  - 

TY  - RPRT
AN  - 01080136
AU  - D'Angelo, John A
AU  - Whited, Gary C
AU  - Molenaar, Keith R
AU  - Bower, Steven C
AU  - Russell, Jeffrey S
AU  - Huber, Gerald A
AU  - Smutzer, Richard K
AU  - Jones, David R
AU  - Steele, James J
AU  - King, Reaburn E
AU  - Symons, Monte G
AU  - Ramirez, Timothy L
AU  - Wood, James W
AU  - Rice, Jon F
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Asphalt Pavement Warranties--Technology and Practice in Europe
PY  - 2003/11
SP  - 72p
AB  - A diverse team of experts, representing the Federal, State, and local government as well as industry and academia, was assembled to research, document, and promote best practices in Europe relating to short- and long-term warranty contracting for asphalt paving projects. Specifically, the team studied methodologies to determine risk assessment for agencies and contractors; administration of warranty contracts; criteria to account for traditional performance indicators; and practices to maintain smoothness and skid resistance. The team traveled to Denmark, Germany, Spain, Sweden, and the United Kingdom, all of which have long histories with the use of warranty contracting and are facing many of the same political, financial, and resource challenges as the United States. The report covers key findings and recommendations relating to material and workmanship warranties, performance warranties, best-value procurement, and alternative contracting. The report concludes with recommendations for Federal, State, and local governments as well as the pavement industry.
KW  - Asphalt pavements
KW  - Best practices
KW  - Contract administration
KW  - Contracting
KW  - Denmark
KW  - Europe
KW  - Germany
KW  - Pavement performance
KW  - Recommendations
KW  - Risk assessment
KW  - Road construction
KW  - Skid resistance
KW  - Smoothness
KW  - Spain
KW  - Study tours
KW  - Sweden
KW  - United Kingdom
KW  - Warranty
UR  - http://international.fhwa.dot.gov/apw/apwscan.pdf
UR  - https://trid.trb.org/view/839297
ER  - 

TY  - RPRT
AN  - 01074769
AU  - Federal Highway Administration
TI  - Interstate 15 Corridor, Montana City to Lincoln Road, Jefferson and Lewis & Clark counties : environmental impact statement
PY  - 2003/11//Volumes held: Draft, F(2v)
KW  - Environmental impact statements
KW  - Montana
UR  - https://trid.trb.org/view/834163
ER  - 

TY  - RPRT
AN  - 01023844
AU  - Kerenyi, Kornel
AU  - Jones, J Sterling
AU  - Stein, Stuart
AU  - GKY and Associates, Incorporated
AU  - Federal Highway Administration
AU  - Maryland State Highway Administration
TI  - Bottomless Culvert Scour Study: Phase I Laboratory Report
PY  - 2003/11//Laboratory Report
SP  - 69p
AB  - Bottomless culverts are three-sided structures that have sides and a top and use the natural channel for the bottom.  As such, they are an environmentally attractive alternative to box, pipe, and pipe arch culvert designs.  Bottomless culverts range in size from a few feet to more than 35 feet in width.  The failure of such a structure could have severe consequences similar to the failure of a bridge.  On the other hand, since the cost of the foundation and scour countermeasures represent a significant portion of the cost of the structure, overdesign of these elements can add significantly to the cost of the project.  The Maryland State Highway Administration funded a study of scour at bottomless culverts.  Several dozen physical modeling configurations were tested and the resulting scour was measured.  The results were evaluated and predictive equations for estimating scour depth were developed.  These equations will provide guidance for the design of footing depths for bottomless culverts.  Additional tests were conducted to determine the riprap sizes needed to prevent the deep scour that was observed near the upstream corners of the culvert when there was substantial approach flow blocked by the roadway embankments.  These tests were preliminary and are not an indication that the Federal Highway Administration endorses the concept of using a countermeasure to reduce foundation depth.
KW  - Cost effectiveness
KW  - Equations
KW  - Laboratory tests
KW  - Mathematical prediction
KW  - Prototypes
KW  - Riprap
KW  - Scour
KW  - Three-sided culverts
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/02078/02078.pdf
UR  - https://trid.trb.org/view/781613
ER  - 

TY  - RPRT
AN  - 01011194
AU  - Estakhri, Cindy K
AU  - Senadheera, Sanjaya
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Updated TxDOT Seal Coat and Surface Treatment Manual - Summary
PY  - 2003/11//Technical Report
SP  - 14p
AB  - This report summarizes a manual which is a significantly updated version of the 1984 Texas Department of Transportation Manual: "Seal Coat and Surface Treatment."  The new manual incorporates: (1) input from seal coat experts; (2) new materials, equipment, and methods; and (3) "best practice" ideas recommended by Texas Tech University in research project 0-1787, "Seal Coat Constructability Review."  The following topics are covered:  (1) guidelines for treatment selection, materials selection; (2) plan preparation; (3) determining binder and aggregate application rates; (4) duties of inspectors or crew chiefs; (5) pre-seal coat activities; (6) equipment inspection; (7) seal coat application process; and (8) public perception and complaints.  The updated manual is intended for use by inspectors, engineers, contractors, maintenance, and special jobs personnel.
KW  - Best practices
KW  - Equipment
KW  - Guidelines
KW  - Inspection
KW  - Manuals
KW  - Materials
KW  - Seal coats
KW  - Texas Department of Transportation
UR  - http://tti.tamu.edu/documents/5-1787-03-1.pdf
UR  - https://trid.trb.org/view/767655
ER  - 

TY  - RPRT
AN  - 01003796
AU  - Srinivasan, Raghavan
AU  - Lacy, Kevin
AU  - Feaganes, John
AU  - Hunter, William
AU  - University of North Carolina, Chapel Hill
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Continuous Median Barriers on Highway Speeds, Emergency Response Times, and Transport Times on North Carolina Highways
PY  - 2003/11//Final Report
SP  - 51p
AB  - In 1998, the North Carolina Department of Transportation started introducing positive barriers on many freeway segments to reduce across-median crashes.  Unless emergency crossovers are provided, the lack of breaks in the median barriers reduces the opportunity for law enforcement to turn around to apprehend a speeder.  The objective of this study was to assess the effect of different types of median barriers on speeding, speed related crashes, and emergency response times.  Spot speed data were collected during off-peak periods from 51 freeway segments in North Carolina with four types of medians:  traversable medians with no barriers, continuous median barriers with frequent crossovers, continuous median barriers without crossovers or infrequent crossovers, and non-traversable medians.  Statistical models were developed to study the effect of median barrier type on average speeds and the propensity to exceed the speed limit.  The results do not support the hypothesis that continuous median barriers without crossovers lead to speeding.  Statistical models were also developed to study the effect of median barrier type on the frequency of speed related crashes.  Consistent with the results obtained from the speed models, the results from the models estimated for crash frequency do not support the hypothesis that sections with continuous median barriers are associated with a larger number of speed related crashes compared to other median types.  In order to assess the effect of median barriers on response times, several emergency operators in cities and counties across North Carolina were contacted.  Most emergency operators indicated that data on response times were not recorded on a consistent basis.  However, the emergency operators also mentioned that the continuous median barriers did lead to delays in responding to events.  Some did acknowledge that these barriers prevent severe across-median crashes and reduced their call volume.  The study also surveyed several neighboring States to study their policies regarding median crossovers.  None of the agencies were aware of problems due to illegal use of these crossover openings.  This was confirmed by limited observations in four locations in North Carolina.
KW  - Crash rates
KW  - Crossover accidents
KW  - Data collection
KW  - Emergency crossovers
KW  - Emergency response time
KW  - Freeways
KW  - Mathematical models
KW  - Median barriers
KW  - Median openings
KW  - North Carolina
KW  - Speeding
KW  - Spot speed
KW  - States
KW  - Surveys
KW  - Traffic crashes
UR  - http://www.ncdot.org/planning/development/research/download/2002-06FinalReport.pdf
UR  - https://trid.trb.org/view/760225
ER  - 

TY  - RPRT
AN  - 00987756
AU  - Chowdhury, A
AU  - Button, J W
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PRECISION STATISTICS FOR FREQUENCY SWEEP AT CONSTANT HEIGHT TEST
PY  - 2003/11
SP  - 42 p.
AB  - The objective of this research project was to find the "best" Superpave Shear Test (SST) protocol.  Researchers performed a comparative analysis of results from SST and other laboratory-scale rutting tests and recommended frequency sweep at constant height (FSCH) as the "best" SST protocol for predicting rutting of hot mix asphalt (HMA) mixtures.  In order to prepare a precision statement for the FSCH, researchers developed and administered an interlaboratory study conducted at the four regional Superpave Centers, Asphalt Institute, and Federal Highway Administration.  Three different hot mix asphalt mixtures were tested using the FSCH test at two different temperatures and 10 different frequencies following standard test procedure AASHTO TP7-01 at each of the six participating laboratories.  Before testing, all of the specimens were prepared at the Texas Transportation Institute.  The results were analyzed using both the graphical technique suggested by W.J. Youden and ASTM E 691-99 "Standard Practice for Conducting an Interlaboratory Study."  The precision values obtained for the different test parameters were poor due to the high variability of this test procedure.
KW  - Frequency sweep at constant height
KW  - Hot mix asphalt
KW  - Interlaboratory studies
KW  - Laboratory tests
KW  - Precision
KW  - Rutting
KW  - Shear strength
KW  - Shear tests
KW  - Superpave
UR  - https://trid.trb.org/view/753632
ER  - 

TY  - RPRT
AN  - 00987608
AU  - Medina, C
AU  - Dossey, T
AU  - McCullough, B F
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - THE TEXAS RIGID PAVEMENT DATABASE ANNUAL REPORT, 1999
PY  - 2003/11
SP  - 120 p.
AB  - This report analyzes and evaluates new information collected in 1998 for the jointed concrete pavement (JCP) database, which currently comprises information on 137 test sections.  An updated demographic description of the sampled test sections and a quantitative analysis of different distresses are presented. The relevance of environmental factors that influence the early age performance of the structures is highlighted and related climatic data are incorporated into the database.  Finally, improvements achieved through this study, along with future challenges, are addressed here.  In terms of implementation, this report demonstrates the relevance of maintaining the rigid pavement database.
KW  - Annual reports
KW  - Concrete pavements
KW  - Databases
KW  - Environmental impacts
KW  - Pavement distress
KW  - Pavement performance
KW  - Rigid pavements
KW  - Test sections
KW  - Texas
KW  - Weather conditions
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1778_1.pdf
UR  - https://trid.trb.org/view/753510
ER  - 

TY  - RPRT
AN  - 00982126
AU  - Chien, SI-J
AU  - Chen, M
AU  - Liu, X
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - USE OF NEURAL NETWORK/DYNAMIC ALGORITHMS TO PREDICT BUS TRAVEL TIMES UNDER CONGESTED CONDITIONS
PY  - 2003/11
SP  - 100 p.
AB  - Automatic Passenger Counter (APC) systems have been implemented in various public transit systems to obtain various types of real-time information such as vehicle locations, travel times, and occupancies.  Such information has great potential as input data for a variety of applications including performance evaluation, operations management, and service planning.  In this study, a dynamic model for predicting bus arrival times is developed using data collected by a real-world APC system.  The model consists of two major elements.  The first one is an artificial neural network model for predicting bus travel time between time points for a trip occurring at given time-of-day, day-of-week, and weather condition.  The second one is a Kalman filter based dynamic algorithm to adjust the arrival time prediction using up-to-the-minute bus location (operational) information.  Test runs show that the developed model is quite powerful in dealing with variations in bus arrival times along the service route.
KW  - Algorithms
KW  - Arrival time
KW  - Automated passenger counters
KW  - Kalman filtering
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Neural networks
KW  - Real time information
KW  - Schedule maintenance
KW  - Traffic congestion
KW  - Transit buses
KW  - Travel time
UR  - http://ntl.bts.gov/lib/24000/24700/24792/UseDynamicToPredictBusTimes.pdf
UR  - https://trid.trb.org/view/743260
ER  - 

TY  - RPRT
AN  - 00979955
AU  - Lehman, D E
AU  - Roeder, C W
AU  - Larson, R
AU  - Curtin, K
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - COTTON DUCK BEARING PADS: ENGINEERING EVALUATION AND DESIGN RECOMMENDATIONS
PY  - 2003/11
SP  - 108 p.
AB  - Cotton duck bearing pads (CDPs) are sometimes used to support loads and accommodate movements and rotations at bridge bearings.  CDPs are preformed elastomeric pads consisting of thin layers of elastomer interlaid with fabric, and they are manufactured under military specifications with limited guidance from the American Association of State Highway and Transportation Officials (AASHTO).  The behavior of these CDPs was experimentally evaluated to establish design models for predicting this behavior, to determine the variation in behavior expected with different bearing pad manufacturers, and to develop design recommendations.  This research is a follow-up study of an earlier research program sponsored by Arkansas State University.  CDPs from three different manufacturers were tested, and the test program included dynamic and static (or monotonic) tests of bearings in shear, compression, and rotation.  In general, the static tests were used to evaluate strength, stiffness, deformation limits, and general pad behavior.  The dynamic tests examined durability and performance under repeated loading and deformation.  The results of this test program were used to develop design recommendations, and an appendix includes a draft of proposed wording for modification of the AASHTO Load and Resistance Factor Design (LRFD) Specifications to include these design recommendations.  In addition, a spreadsheet was developed in Microsoft EXCEL to accomplish the calculations necessary to complete the design.
KW  - Bridge bearing pads
KW  - Cotton
KW  - Deformation
KW  - Design
KW  - Durability
KW  - Dynamic tests
KW  - Elastomers
KW  - Fabrics
KW  - Load and resistance factor design
KW  - Performance
KW  - Repeated loads
KW  - Specifications
KW  - Static tests
KW  - Stiffness
KW  - Strength of materials
UR  - http://depts.washington.edu/trac/bulkdisk/pdf/569.1.pdf
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/569.1.pdf
UR  - https://trid.trb.org/view/740733
ER  - 

TY  - RPRT
AN  - 00977098
AU  - Von Quintus, H L
AU  - Simpson, A L
AU  - Fugro-BRE, Incorporated
AU  - Federal Highway Administration
TI  - STRUCTURAL FACTORS FOR FLEXIBLE PAVEMENTS--INITIAL EVALUATION OF THE SPS-1 EXPERIMENT
PY  - 2003/11
SP  - 200 p.
AB  - The SPS-1 experiment entitled "Strategic Study of Structural Factors for Flexible Pavements" is one of the key experiments of the Long-Term Pavement Performance (LTPP) program.  The objective of this experiment is to determine the relative influence and long-term effectiveness of hot mix asphalt (HMA) design features (including the surface and base thickness, base type, and drainage condition) and site conditions (traffic, subgrade type, and climatic factors) on performance.  This report documents the first comprehensive review and evaluation of the SPS-1 experiment.  Eighteen SPS-1 projects have been constructed and each site includes 12 core test sections and some sites also include supplemental sections.  A total of 248 test sections are included in the SPS-1 experiment.  The data for the SPS-1 experiment are fairly complete with two exceptions:  the traffic and materials test data.  However, a significant amount of some types of data is still missing, especially the distress data.  These data deficiencies need to be addressed before a comprehensive analysis of the SPS-1 experiment is conducted.  The majority of the SPS-1 data that has been collected is at level E.  Required experimental design factors were compared with the actual constructed values.  A large majority of SPS-1 sections follow the experimental design and can be characterized as good to excellent.  Two projects are relatively new, and the data processing and materials testing are currently underway.  The evaluation and detailed review have highlighted several significant problems that will clearly limit the results that can be obtained from the SPS-1 experiment. Specifically, these include the missing traffic and materials test data.  These data must be collected in order for the SPS-1 experiment to meet the expectations for calibrating and validating mechanistic models.  The performance trends and effects of several design features and site conditions were noted and documented.
KW  - Asphalt pavements
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Information processing
KW  - Long-Term Pavement Performance Program
KW  - Materials tests
KW  - Missing data
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - SPS-1
KW  - Structural design
KW  - Test sections
KW  - Traffic data
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/01166/01116.pdf
UR  - https://trid.trb.org/view/703177
ER  - 

TY  - RPRT
AN  - 00976812
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
AU  - Department of Transportation
AU  - Research and Special Programs Administration
TI  - DELAYS AFFECTING ITS PROJECTS : SUMMARY OF FINDINGS
PY  - 2003/11
SP  - 18 p.
AB  - This paper details the finding from a series of reviews and site visits to investigate the causes of delay in four phases of Intelligent Transportation Systems (ITS) projects: conception and planning, requirements analysis and design, construction and installation, and testing. An additional cast study was conducted on an innovative procurement and implementation methodology.  While the review focused on the negative aspects of ITS deployment, the positive environment should not be overlooked.
KW  - Intelligent transportation systems
KW  - Policy
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13949.html
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13949_files/13949.pdf
UR  - https://trid.trb.org/view/703085
ER  - 

TY  - RPRT
AN  - 00976017
AU  - Kemp, P
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - TRUNCATED WARNING DOME SYSTEMS FOR HANDICAP ACCESS RAMPS
PY  - 2003/11
SP  - 84 p.
AB  - The Wisconsin Department of Transportation (WisDOT) initiated this study in partnership with the Federal Highway Administration and the City of Madison Engineering Division in response to new Americans with Disabilities Act (ADA) guidelines.  Products were installed in the fall of 2002 and were evaluated over the winter and following spring.  Product trials evaluated constructability, durability, aesthetics, cost, and conformance to the standard.  WisDOT has also entered into a partnership with the Minnesota Department of Transportation (MNDOT) in the evaluation of these different proprietary systems.  WisDOT performed the product trials with MNDOT performing laboratory tests on the different products.  Eight truncated warning dome systems were evaluated:  Engineered Plastics cast in place and retrofit; Increte stamp; Hanover cast in place; Strongwall retrofit; Cote-L one-step and two-step retrofit; and Detectable warnings retrofit.  Included in the discussion are Stampcrete and Metadome undocumented product trials.  As a result of this study WisDOT has approved Engineered Plastics' Armor Tile.  Further investigation and development will continue in areas of stamping concrete and precast inset blocks.
KW  - Aesthetics
KW  - Americans with Disabilities Act
KW  - Blind persons
KW  - Compliance
KW  - Constructability
KW  - Costs
KW  - Design standards
KW  - Durability
KW  - Evaluation and assessment
KW  - New products
KW  - Persons with disabilities
KW  - Ramps
KW  - Sidewalks
KW  - Tactile perception
KW  - Truncated warning domes
KW  - Visually impaired persons
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-04-03warningdomes.pdf
UR  - https://trid.trb.org/view/702785
ER  - 

TY  - RPRT
AN  - 00974930
AU  - Rister, B
AU  - Graves, R C
AU  - Allen, D L
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - PAVEMENT EVALUATION, I-265 JEFFERSON COUNTY MP 15.0-19.0
PY  - 2003/11
SP  - 25 p.
AB  - The Kentucky Transportation Center conducted a field survey of the pavement conditions located on I-265 in Jefferson County from MP 15.17 to 18.34, in both the eastbound and westbound directions.  The existing pavement structure consists of 10 in. of portland cement concrete pavement and 6 in. of dense graded aggregate.  The field survey involved testing the 3.17 mile segment with a Falling Weight Deflectometer (FWD), testing with Ground Penetrating Radar (GPR), and taking core samples of the pavement structure.  The existing pavement exhibits numerous areas of differential settlement of the right lane in relation to the left lane of up to 2.5 in.  In some areas, differential settlement is also present between the right lane and the outside shoulder.  Mid slab transverse cracking was also observed in many areas along the project.  Faulting of the transverse joints and some of the transverse cracks was also observed.  From results of this study, it is recommended that this 3.17 mile section along the I-265 eastbound and westbound corridor be considered for a full reconstruction.  However, if there are constraints to performing a full reconstruction at this time, it is recommended that the areas that are experiencing the most severe distress be reconditioned/replaced. It is also recommended that some type of drainage structure be installed to extract water away from the pavement structure.
KW  - Concrete pavements
KW  - Condition surveys
KW  - Cores (Specimens)
KW  - Differential settlement
KW  - Drainage structures
KW  - Falling weight deflectometers
KW  - Faulting
KW  - Field tests
KW  - Ground penetrating radar
KW  - Interstate highways
KW  - Jefferson County (Kentucky)
KW  - Pavement performance
KW  - Recommendations
KW  - Reconstruction
KW  - Transverse cracking
KW  - Transverse joints
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_03_22_FR122_03_1F.pdf
UR  - https://trid.trb.org/view/698281
ER  - 

TY  - RPRT
AN  - 00974820
AU  - Popov, B N
AU  - Haran, B S
AU  - Colon-Mercado, H
AU  - Kumaraguru, S P
AU  - Veeraraghavan, B
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF ECONOMICAL AND EFFICIENT METHOD FOR CORROSION PROTECTION OF STRUCTURAL CONCRETE
PY  - 2003/11
SP  - 135 p.
AB  - This report summarizes the research done on concrete reinforcing steel corrosion at the Center for Electrochemical Engineering, University of South Carolina for the last eight years.  The long-term performance of two commercial corrosion inhibitors (Grace DCI and Masterbuilder's RH 222) has been studied in model solutions and also in concrete samples.  Results from corrosion testing for 89 months show that both DCI and RH 222 inhibitor were effective in passivating carbon steel reinforcement in the absence of chloride ions.  The estimated corrosion rates for DCI inhibitor were similar to those estimated when RH 222 was used to protect the structure.  Both DCI and RH 222 inhibitors are not effective in passivating the surface in the presence of chloride ions in the electrolyte.  However, the samples protected with inhibitor showed lower corrosion rates when compared with the samples with no inhibitor in the concrete mix. Apart from this, the performance of stainless steel and MMFX2 steel are estimated for their use in concrete as reinforcements. Stainless steel has very low corrosion rate in corrosive chloride environments even in the absence of inhibitors.  The MMFX steel shows better performance than A706 and A615 carbon steel.  Also, in corrosive chloride environments the presence of calcium nitrite inhibitor improves the performance of MMFX steel as compared to A706 and A615 carbon steel.  At last, sensors were developed to study in-situ the corrosion in Withers Swash bridge.  The sensors indicate that corrosion is different for different locations of the bridge.  Some areas still need more time for passivation (central deck), while other areas are already corroding (side spans).  Suggestions were given for the construction of economic long lasting structures.
KW  - Calcium nitrite
KW  - Carbon steel
KW  - Chlorides
KW  - Concrete bridges
KW  - Corrosion protection
KW  - Inhibitors (Chemistry)
KW  - Reinforcing steel
KW  - Stainless steel
UR  - https://trid.trb.org/view/698233
ER  - 

TY  - RPRT
AN  - 00974803
AU  - George, K P
AU  - University of Mississippi, University
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - SOIL STABILIZATION FIELD TRIAL - INTERIM REPORT III
PY  - 2003/11
SP  - 40 p.
AB  - Shrinkage cracks in cement-stabilized bases/subbase can be alleviated by specifying the right cement dosage, or by other additives/procedures that suppress crack susceptibility.  A field trial of six 1000 ft test sections to investigate several alternative techniques was initiated and constructed in August 2000.  The following additives/procedures are included for investigation:  5.5% cement additive (control section), design based on a reduced strength criteria; 5.5% cement precracked while "young"; 5.5% cement precut (grooved) every 3 m (10 ft); 3.5% cement with 8% fly ash; ground granulated blast furnace slag (GGBFS) complemented by 2% lime; and 3% lime and 12% fly ash, the current favored stabilization technique of the Mississippi Department of Transportation.  The first interim report covering the first phase of investigation/monitoring during the 28-day period was submitted in April 2001.  Two layers of asphalt concrete - 11 cm (4.5 in.) base, 6 cm (2.25 in.) polymer modified binder - were placed over the stabilized layer beginning September 21, 2000, followed by the second field monitoring on November 13, 2001.  Field tests included deflection tests employing Falling Weight Deflectometer (FWD), retrieval of 10-cm (4-in.) cores for compression tests, and a manual crack survey. The results were presented in Interim Report II.  On June 15, 2003, (nominally 3 years) the test sections were monitored; this time again deflection tests employing FWD, and a manual crack survey.  Prior to the June 2003 survey, a 5 cm (2 in.) polymer modified surface course was placed, with the road opening to traffic on July 8, 2002.  Presented in this report are the results of deflection analysis discussing comparative performance of various stabilizing agents or special crack mitigation techniques included in the test program.  Deflection data gathered are analyzed employing MODULUS 5.1 with the pavement sections modeled as a four-layer system, and in a few cases as a three-layer system.  Whenever the results were inconclusive, ELMOD software was also employed to substantiate MODULUS outputs. The backcalculated moduli results show that the moduli of the three cement-treated sections increased from 440 days to 1034 days.  The results for two sections - cement-fly ash and lime-GGBFS - are not conclusive; the indications are they remain the same or slightly decreased.  No doubt the lime-fly ash suffered loss of stiffness from 440 days to 1034 days.  The lime-treated subgrade showed steady increase in modulus from 28 days to 440 days and again from 440 days to 1034 days as well. In the lime-fly ash section, the lime-treated subgrade suffered a loss in modulus relative to those of the cement sections.  The subgrade modulus remains unchanged from 440 days, with an average value of 140 MPa.  The asphalt concrete modulus, corrected to 22 deg C (72 deg F) was reasonably uniform from section 1 to 5, however, decreased significantly for sections 6 and 6(alternate). With 22 cm (8.75 in.) of asphalt concrete, all of the sections remain crack-free at the time of the survey.
KW  - Backcalculation
KW  - Base course (Pavements)
KW  - Calcium oxide
KW  - Cement treated soils
KW  - Compression tests
KW  - Compressive strength
KW  - Condition surveys
KW  - Cores (Specimens)
KW  - Cracking
KW  - Deflection tests
KW  - ELMOD (Computer program)
KW  - Field tests
KW  - Fly ash
KW  - Granulated slag
KW  - Lime fly ash
KW  - MODULUS (Computer program)
KW  - Modulus of resilience
KW  - Pavement cracking
KW  - Shrinkage
KW  - Soil stabilization
KW  - Subbase (Pavements)
KW  - Test sections
UR  - http://ntl.bts.gov/lib/44000/44500/44543/State_Study_133_Interim_III_-_Soil_Stabilization_Field_Trial_Interim_Report_III.pdf
UR  - https://trid.trb.org/view/698216
ER  - 

TY  - RPRT
AN  - 00974245
AU  - Krogmeier, J V
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION PROCEDURES FOR DEPLOYING SPREAD SPECTRUM INTERCONNECT
PY  - 2003/11
SP  - 58 p.
AB  - The purpose of this project was the design and construction of a testbed network for experimentation with spread spectrum communications in the 900 and 2400 MHz band.  The current network consists of five fixed nodes and two portable nodes.  Of the fixed nodes, three are located in the Purdue MSEE building, one is located in the Harold L. Michael Traffic Operations Laboratory, and one is located in the experimental traffic signal cabinet at the intersection of Stadium and Northwestern Avenues in West Lafayette.  The testbed has been used to evaluate spread spectrum radio technologies from vendors Microwave Data Systems, GINA, and EnCom, as regards radio performance as a function of link distance and with varying levels of interference.  The project has produced software that can be used to test any radio presenting a standard RS-232 interface to customer equipment.  The testbed can also be interfaced with wireless channel emulator equipment located in the Wireless Communications Research Laboratory in order to test radio performance in multipath and fading environments.  The field tests conducted to date have yielded the following conclusions regarding the design of spread spectrum interconnect for the traffic signal control application.  First, as regards the need for line-of-sight between radio antennas, a link was established even when line of sight was not available although the resulting communication was somewhat error prone.  If an additional robust protocol were designed these radios could work even in non-line-of-sight applications.  The protocol would need to emphasize an efficient retransmission scheme as opposed to the use of more powerful forward error control codes (this observation comes from the link error statistics gathered from field testing).  Second, it was noted that the RSSI (which stands for received signal strength indicator) value was not a completely informative measure of link quality.  In other words, the link testing software found many instances of links where RSSI was relatively large yet many errors were incurred.  Such situations always involved interference or suspected interference.  Third, as regards the choice of antenna (Yagi versus omni) it is concluded that Yagi antennas (with their higher gain) were preferable in long distance rural environments.  But in the presence of multipath propagation or interference (as in a town or city scenario) the omni was often preferable.  Finally, interference tests showed that the MDS 9810 handled the interference well at the price of the throughput; the EnCom radio had a high throughput but also a high data loss rate in certain situations.  It was concluded that if the application only needs between 6 and 14 kbps, the MDS radio is an ideal choice.  For higher rate applications the EnCom radio would be preferred.
KW  - Antennas
KW  - Field tests
KW  - Interference
KW  - Line of sight
KW  - Performance
KW  - Radio
KW  - Received signal strength indicator
KW  - Spread spectrum communications
KW  - Test beds
KW  - Traffic signal control systems
KW  - Wireless communication systems
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1567&context=jtrp
UR  - https://trid.trb.org/view/698013
ER  - 

TY  - RPRT
AN  - 00974204
AU  - Toepel, A
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF TECHNIQUES FOR ASPHALTIC PAVEMENT LONGITUDINAL JOINT CONSTRUCTION
PY  - 2003/11
SP  - 34 p.
AB  - This study was initiated in response to a report prepared by the National Center for Asphalt Technology (NCAT) and Auburn University.  The NCAT/Auburn study evaluated eight asphaltic pavement longitudinal joint techniques on test sections in both Michigan and Wisconsin.  Initial results found the wedge joint to be one of the best performing joints, achieving the highest density, in the Michigan project.  However, the wedge joint did not perform nearly as well in the Wisconsin project.  This was likely due to Winconsin's inexperience with the wedge joint and lack of proper equipment.  In 1993, the Wisconsin Department of Transportation (WisDOT), in partnership with the Wisconsin Asphalt Pavement Association (WAPA) and Mathy Construction Company, the participating contractor, organized this study to accompany the NCAT/Auburn study.  This study evaluates eight longitudinal joint construction techniques with an emphasis on the wedge joint.  The test sections consist of the conventional method, wedge joint method with truck tire rolling, wedge joint method without rolling, wedge joint method with steel side roller wheel, wedge joint method with rubber side roller wheel, wedge joint method with tag-along roller, cut joint method, and conventional joint method with Bomag edge constraint device. The test sections extend from Boscobel to Soldiers Grove on United States Highway (USH) 61, a two-lane rural highway in Crawford County.  The relative performance of each joint construction technique is derived from density results and performance rankings based on the amount of longitudinal cracking at the centerline joint.  The density results and the ten-year performance evaluation both show that the wedge joint constructed by steel side roller wheel and the wedge joint constructed by tag-along roller perform the best.  However, based on worker comments, it is much easier to construct the wedge joint with the steel side roller wheel than with the tag-along roller.
KW  - Asphalt pavements
KW  - Construction
KW  - Crawford County (Wisconsin)
KW  - Density
KW  - Longitudinal cracking
KW  - Longitudinal joints
KW  - Performance
KW  - Rural highways
KW  - Test sections
KW  - Two lane highways
KW  - Wedge joint method
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-08-03asphaltjoint.pdf
UR  - https://trid.trb.org/view/697973
ER  - 

TY  - RPRT
AN  - 00974185
AU  - Hastak, M
AU  - Minkarah, I A
AU  - Cui, Q
AU  - Bayraktar, M E
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - THE EVALUATION OF WARRANTY PROVISIONS ON ODOT CONSTRUCTION PROJECTS
PY  - 2003/11
SP  - 232 p.
AB  - This report presents details of a research conducted for the Ohio Department of Transportation (ODOT) on the evaluation of the warranty provisions on highway construction projects.  The major objectives of the research were to analyze the pros and cons of the warranty provisions that are currently used by ODOT, establish the state-of-practice of warranty contracting in the U.S., and determine its future prospects.  The overall objectives of the research were achieved through three modes of data collection:  (i) literature review of academic publications, technical reports and online resources; (ii) questionnaire surveys targeting state DOTs, the 12 ODOT districts, contractors and bonding companies; and (iii) personal interviews of selected parties and individuals.  The major conclusions arising from the total research effort indicate that the initial increase in bid prices due to warranty provisions are estimated to be somewhere between 0-15%, while the changes in maintenance and project life cycle costs are expected to be minimal.  Warranty provisions slightly increase the quality of the projects as compared to the quality on similar but conventional projects.  Innovative technologies and methods are not preferred by contractors on warranty projects because of the associated risks.  The current practice of warranty provisions is worthwhile if its role is considered mainly as an insurance mechanism against the unexpected and a protection from early contractor defaults.  The optional warranty and a combination of warranty provisions with other contractual methods are two suitable approaches that would provide ODOT with a better way of utilizing warranty provisions on its contracts.  Also, a comprehensive data collection system and decision tool that is compatible with data available at ODOT and established according to the criteria and framework provided in the main report would help the agency evaluate future projects to decide on how, where, and when to use warranties as well as determine the best warranty duration for the project.
KW  - Bids
KW  - Contracting
KW  - Contractors
KW  - Data collection
KW  - Decision support systems
KW  - Interviewing
KW  - Life cycle costing
KW  - Literature reviews
KW  - Ohio Department of Transportation
KW  - Quality control
KW  - Questionnaires
KW  - Road construction
KW  - State departments of transportation
KW  - State of the practice
KW  - Surveys
KW  - Technological innovations
KW  - Warranty
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A54890271
UR  - https://trid.trb.org/view/697956
ER  - 

TY  - RPRT
AN  - 00974141
AU  - Elkins, G E
AU  - Schmalzer, P
AU  - Thompson, T
AU  - Simpson, A
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - LONG-TERM PAVEMENT PERFORMANCE INFORMATION MANAGEMENT SYSTEM PAVEMENT PERFORMANCE DATABASE USER REFERENCE GUIDE
PY  - 2003/11
SP  - 169 p.
AB  - This document provides information to aid in understanding and using the Long-Term Pavement Performance (LTPP) program pavement performance database.  This document provides an introduction to the structure of the LTPP program, the relational structure of the LTPP database, a description of the location of various data elements, contents of the data table, tips on efficient means of manipulating data for specific types of investigations, how to obtain data, and example Structured Query Language (SQL) scripts that can be used to build user-defined custom extractions.
KW  - Computer program documentation
KW  - Data extractions
KW  - Information management
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Relational databases
KW  - Structured Query Language (SQL)
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03088/03088.pdf
UR  - https://trid.trb.org/view/697916
ER  - 

TY  - RPRT
AN  - 00972255
AU  - Hueste, MBD
AU  - Moutassem, F
AU  - Trejo, D
AU  - Cline, DBH
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - IMPACT OF FIELD EXPOSURE CONDITIONS ON HIGH STRENGTH CONCRETE PRODUCED FOR PRESTRESSED BRIDGE GIRDERS
PY  - 2003/11
SP  - 194 p.
AB  - This is the fourth in a series of four reports that document the findings of a Texas Department of Transportation sponsored project to evaluate the allowable stresses and resistance factors for high strength concrete (HSC) prestressed bridge girders.  The third phase of this research study, which is documented in this report, focused on determining the impact of different exposure conditions on the compressive and flexural strength of HSC mixtures used for prestressed girders in Texas. The allowable tensile stress at service for HSC prestressed bridge girders was evaluated based on the results from the experimental program.  This phase of the project involved several key tasks:  (1) an experimental study to assess the effect of several field exposure conditions on the compressive and flexural strength of HSC and development of a modified tensile stress limit based on material testing from this project, (2) a parametric study to evaluate the impact of the modified tensile stress limit derived from the material testing in this study when applied to the design of HSC U54 prestressed girders, and (3) a reliability study to determine the probability that the tensile stress would exceed the modulus of rupture to determine the safety against flexural cracking for designs based on both the current and modified tensile stress limits when applied to HSC U54 prestressed girders.  It was observed that the concrete compressive strength was not highly influenced by the variations in field exposure conditions. However, the modulus of rupture was highly influenced by variations in field exposure conditions.  Exposure factors were applied to data for plant-produced samples collected in Phase 1 of this study.  A modified tensile stress limit for service conditions based on a lower bound to 95% of the data was suggested as compared to the current American Association of State Highway and Transportation Officials (AASHTO) allowable tensile stress limit.  When the modified tensile stress limit was used in the parametric study for U54 prestressed girders, there was only a small increase in the potential span (from 0.9 to 2.3 ft).  This increase only occurs for cases where the tensile stress limit at service was the controlling limit state (when all 99 strand positions are used).  Reliability indices were determined to evaluate the probability that the tensile stress would exceed the modulus of rupture.  For both 0.5-in. and 0.6-in. diameter strands, most of the reliability indices for designs using the current stress limit range from 1.5 to 2.0, whereas typical reliability indices for designs using the modified tensile stress limit range from 1.0 to 1.5.
KW  - Compressive strength
KW  - Field exposure conditions
KW  - Flexural strength
KW  - Girders
KW  - High strength concrete
KW  - Modulus of rupture
KW  - Prestressed concrete
KW  - Reliability indices
KW  - Tensile stress limits
UR  - https://trid.trb.org/view/697089
ER  - 

TY  - RPRT
AN  - 00972914
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - DELAYS AFFECTING ITS PROJECTS. SUMMARY OF FINDINGS
PY  - 2003/11
VL  - 60
IS  - 4
SP  - 18 p.
AB  - This report documents the findings of a program review conducted from October 2002 to September 2003 that investigated what delays continue to affect ITS projects.  The program review also identified what actions staffs at state DOTs are taking to address these issues.  The study team gathered the information from visits to 12 states and interviewing FHWA division office ITS specialists and field engineers and state DOT ITS managers and engineering staffs.
KW  - Intelligent transportation systems
KW  - Transportation planning
KW  - Transportation system management
UR  - https://trid.trb.org/view/697397
ER  - 

TY  - RPRT
AN  - 00970555
AU  - Buth, C E
AU  - Williams, W F
AU  - Bligh, R P
AU  - Menges, W L
AU  - Haug, R R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE OF THE TXDOT T202 (MOD) BRIDGE RAIL REINFORCED WITH FIBER REINFORCED POLYMER BARS
PY  - 2003/11
SP  - 100 p.
AB  - The purpose of this project was to investigate the behavior of fiber reinforced polymer (FRP) reinforcement in a concrete bridge rail when subjected to a vehicle collision.  FRP reinforcement for a Texas Department of Transportation (TXDOT) T202 (MOD) bridge rail (now TXDOT T203 bridge rail) was designed, and the rail was subjected to two full-scale crash tests.  Two design conditions were incorporated into the test article.  One was based on strength immediately after construction, and the other was based on reduced strength after deterioration due to long-term exposure to the environment.  In the first test, which was performed on the stronger section, structural performance of the rail was good, but the vehicle rolled and safety performance was unacceptable.  For the second test, which was performed on the weaker section, the height of the rail was increased to 30 in.  Both structural and safety performance of the rail was good.
KW  - Bridge railings
KW  - Fiber reinforced plastics
KW  - Height
KW  - Impact tests
KW  - Performance
KW  - Reinforced concrete
UR  - https://trid.trb.org/view/696525
ER  - 

TY  - RPRT
AN  - 00970443
AU  - Wipf, T J
AU  - Phares, B M
AU  - Klaiber, F W
AU  - Lee, Y-S
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF POST-TENSION STRENGTHENED STEEL GIRDER BRIDGE USING FRP BARS
PY  - 2003/11
SP  - 76 p.
AB  - Many state, county, and local agencies are faced with deteriorating bridge infrastructure composed of a large percentage of relatively short to medium span bridges.  In many cases, these older structures are rolled or welded longitudinal steel stringers acting compositely with a reinforced concrete deck.  Most of these bridges, although still in service, need some level of strengthening due to increases in legal live loads or loss of capacity due to deterioration.  Although these bridges are overstressed in most instances, they do not warrant replacement; thus, structurally efficient but cost-effective means of strengthening needs to be employed.  In the past, the use of bolted steel cover plates or angles was a common retrofit option for strengthening such bridges.  However, the time and labor involved to attach such a strengthening system can sometimes be prohibitive.  This project was funded through the Federal Highway Administration's Innovative Bridge Research and Construction program.  The goal is to retrofit an existing structurally deficient, three-span continuous steel stringer bridge using an innovative technique that involves the application of post-tensioning forces; the post-tensioning forces were applied using fiber reinforced polymer post-tensioning bars.  When compared to other strengthening methods, the use of carbon fiber reinforced polymer composite materials is very appealing in that they are highly resistant to corrosion, have a low weight, and have a high tensile strength. Before the post-tensioning system was installed, a diagnostic load test was conducted on the subject bridge to establish a baseline behavior of the unstrengthened bridge.  During the process of installing the post-tensioning hardware and stressing the system, both the bridge and the post-tensioning system were monitored.  The installation of the hardware was followed by a follow-up diagnostic load test to assess the effectiveness of the post-tensioning strengthening system.  Additional load tests were performed over a period of two years to identify any changes in the strengthening system with time.  Laboratory testing of several typical carbon fiber reinforced polymer bar specimens was also conducted to more thoroughly understand their behavior.  This report documents the design, installation, and field testing of the strengthening system and bridge.
KW  - Carbon fibers
KW  - Corrosion resistance
KW  - Design
KW  - Fiber reinforced plastics
KW  - Field tests
KW  - Girder bridges
KW  - Installation
KW  - Laboratory tests
KW  - Lightweight materials
KW  - Load tests
KW  - Posttensioning
KW  - Reinforcing bars
KW  - Retrofitting
KW  - Steel
KW  - Strengthening (Maintenance)
KW  - Tensile strength
UR  - http://www.ctre.iastate.edu/reports/frpposttension.pdf
UR  - https://trid.trb.org/view/696480
ER  - 

TY  - JOUR
AN  - 00969564
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jones, W S
AU  - Rupert, B
AU  - Federal Highway Administration
TI  - 511--IT'S HAPPENING!
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 36-40
AB  - In July 2000, the U.S. Federal Communications Commission assigned 511 as the national 3-digit dialing code for travel information. By 2001, the first 511 system began operating in northern Kentucky and in the Cincinnati, OH, metropolitan area; by June 2003, 17 geographic regions had launched 511 services. This article discusses the ongoing implementation of the U.S. national 511 dial-up traveler information network.
KW  - Advanced traveler information systems
KW  - Automobile driving
KW  - Automobile travel
KW  - Transportation planning
KW  - Travel behavior
KW  - Traveler information and communication systems
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/09.cfm
UR  - https://trid.trb.org/view/689177
ER  - 

TY  - JOUR
AN  - 00969563
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Zetlin, A
AU  - Ojar, S
AU  - Federal Highway Administration
TI  - THE PUBLIC: KEY TO SUCCESSFUL PROJECTS
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 32-35
AB  - In the past 20 years, stakeholders are increasingly being asked to become partners with government agencies in developing and conducting transportation projects. An effective public involvement requires a strategic outreach plan and much teamwork. This article discusses the steps that must be included by such outreach plans, in order to ensure successful partnerships between public stakeholders and governmental entities. Case examples from the New York metropolitan area are highlighted.
KW  - New York Metropolitan Area
KW  - Partnerships
KW  - Project management
KW  - Public participation
KW  - Public private partnerships
KW  - Public relations
KW  - Stakeholders
KW  - Transportation departments
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/08.cfm
UR  - https://trid.trb.org/view/689175
ER  - 

TY  - JOUR
AN  - 00969566
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Zeitz, R
AU  - Federal Highway Administration
TI  - LOW-COST SOLUTIONS YIELD BIG SAVINGS
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 48-50
AB  - Faced with a disturbing increase in traffic fatalities, the state of South Carolina needed to implement strong countermeasures. However, limited resources posed a possible hindrance to meaningful results. This article describes how the South Carolina Department of Transportation and the South Carolina Division of the Federal Highway Administration expanded their partnership in order to link their respective resources and allocate funds to those measures most likely to reduce fatality rates quickly.
KW  - Crash rates
KW  - Fatalities
KW  - Highway safety
KW  - Partnerships
KW  - Safety programs
KW  - South Carolina
KW  - South Carolina Department of Transportation
KW  - State departments of transportation
KW  - Traffic crashes
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/11.cfm
UR  - https://trid.trb.org/view/689182
ER  - 

TY  - JOUR
AN  - 00969567
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Washer, G A
AU  - Federal Highway Administration
TI  - IMPROVING BRIDGE INSPECTIONS
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 51-56
AB  - Shortly after the collapse of the Silver Bridge between Point Pleasant, West Virginia, and Gallipolis, Ohio, in 1967, the U.S. Federal Highway Administration (FHWA) developed the National Bridge Inspection Standards to provide guidance on inspecting bridges for safety. The standards require the inspection of all bridges on public roadways in the U.S. on a periodic basis, normally at least once every 2 years. FHWA maintains the data from the inspections in the National Bridge Inventory, a database of information on the size, construction, and conditions of all bridges and culverts nationwide. Although some state departments of transportation have used nondestructive evaluation (NDE) methods to complement visual inspection, widespread use of NDE technologies has been limited. The Nondestructive Evaluation Validation Center (NDEVC) at the FHWA Turner-Fairbank Highway Research Center in McLean, Virginia, is developing new and improved technologies to expand use of NDE inspection methods. This article provides an overview of some of the research efforts underway at the NDEVC in the area of NDE bridge inspection.
KW  - Bridge engineering
KW  - Bridge inspection
KW  - Bridge management systems
KW  - Evaluation and assessment
KW  - Highway bridges
KW  - Highway engineering
KW  - Nondestructive tests
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/12.cfm
UR  - https://trid.trb.org/view/689184
ER  - 

TY  - JOUR
AN  - 00969565
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Mayes, D P
AU  - Federal Highway Administration
TI  - VIRGINIA GAINS PUBLIC TRUST
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 41-47
AB  - This article describes certain measures taken by the Virginia Department of Transportation (VDOT) to address its project data and information dissemination difficulties, allowing agency operations to be made more open to the public. The main areas of focus for VDOT's administrative improvements and information technology upgrades were project management and cost estimating. It is thought that concentrating on these 2 areas will reduce inaccurate, incomplete, and poorly estimated information.
KW  - Cost estimating
KW  - Highway maintenance
KW  - Information dissemination
KW  - Information management
KW  - Information technology
KW  - Maintenance management
KW  - Project management
KW  - Public administration
KW  - State departments of transportation
KW  - Transportation planning
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/10.cfm
UR  - https://trid.trb.org/view/689179
ER  - 

TY  - JOUR
AN  - 00969562
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rochelle, R D
AU  - Federal Highway Administration
TI  - COMPOSITES ADD LONGEVITY TO BRIDGES
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 28-31
AB  - North Carolina has the 2nd largest state-maintained highway system in the U.S., with more than 78,000 road miles, including 17,000 bridges. Despite a large inventory, the State's statistics for bridges over the last decade mimic the trend at the national level. Currently, about 31% of North Carolina bridges are considered deficient compared with 39% in 1992. The North Carolina Department of Transportation's (NCDOT) goal aligns with the one stated in FHWA's 1998 Strategic Plan; namely, to decrease the percentage of deficient bridges to 25% by 2008. This article describes efforts by the NCDOT to further reduce the State's bridge maintenance backlog by improving durable design and by utilizing more innovative materials for bridge rehabilitation and extension of useful service life. Increasing use of composites, such as fiber-reinforced polymers, is a main area of focus.
KW  - Bridge design
KW  - Bridge engineering
KW  - Composite materials
KW  - Confined concrete
KW  - Fiber reinforced plastics
KW  - Highway bridges
KW  - Highway maintenance
KW  - Infrastructure
KW  - North Carolina
KW  - North Carolina Department of Transportation
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - State departments of transportation
KW  - Structural deterioration and defects
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/07.cfm
UR  - https://trid.trb.org/view/689172
ER  - 

TY  - JOUR
AN  - 00969556
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Mooney, P
AU  - Federal Highway Administration
TI  - A FIX FOR ALUMINUM OVERHEADS
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 25-27
AB  - In the early 1960s, state departments of transportation (DOTs) began using aluminum trichord overhead structures to support signs along U.S. highways. Aluminum is lightweight, costs less than steel, and is inherently resistant to rusting, but is also prone to fatigue as a design factor. Over time, wind forces can create stresses on aluminum structures, eventually causing cracks to appear in the welded joints of the truss diagonals. If these cracks are not discovered and repaired, a welded joint could fail and cause an aluminum diagonal to fall onto the roadway. This article describes an inexpensive way to repair problematic structures, developed by the New York State DOT working with private industry and the University of Utah, to increase their safe and useful lives by employing a fiber-reinforced polymer composite to wrap cracked joints. By this means, workers can restore the structural integrity of a cracked joint to virtually the same strength as the original aluminum weld. The cost of the material is minimal and the repair can be conducted in the field.
KW  - Aluminum structures
KW  - Composite materials
KW  - Fatigue (Mechanics)
KW  - Fiber reinforced plastics
KW  - Highway engineering
KW  - Highway maintenance
KW  - Overhead traffic signs
KW  - Rehabilitation (Maintenance)
KW  - Sign supports
KW  - State departments of transportation
KW  - Structural supports
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/06.cfm
UR  - https://trid.trb.org/view/689157
ER  - 

TY  - JOUR
AN  - 00969555
JO  - Public Roads
PB  - Federal Highway Administration
AU  - McCarthy, S
AU  - Federal Highway Administration
TI  - RESPONDING TO AN EARTHQUAKE
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 20-24
AB  - The Denali Earthquake of November 3, 2002, registering 7.9 on the Richter magnitude scale, was the most powerful seismic event in Alaska in over 30 years. The State Departments of Transportation and Public Facilities stepped into emergency mode rapidly and effectively, with management and operators alike gaining valuable experience in large-scale disaster preparedness and response. This article details the procedures and processes that Alaska Transportation Agencies utilized in reaction to the Denali Quake.
KW  - Alaska
KW  - Alaska Department of Transportation and Public Facilities
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Earthquakes
KW  - Emergency management
KW  - Seismicity
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/05.cfm
UR  - https://trid.trb.org/view/689155
ER  - 

TY  - JOUR
AN  - 00969548
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Allred, K C
AU  - Federal Highway Administration
TI  - CAD AND ITS: WORKING IN CONCERT
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 16-19
AB  - Computer-aided dispatch (CAD) systems used by law enforcement and other emergency responders provide dispatchers with real-time information on road incidents. If CAD systems and Intelligent Transportation Systems (ITS) could work together, public safety agencies would have instant access to real-time information on traffic and road conditions. However, most existing CAD systems are proprietary in nature and are not designed to exchange data with CAD systems offered by other vendors, let alone with ITS technologies. Variations in formats and protocols for data exchange and messaging pose additional challenges, as do varying system standards in the transportation and public safety arenas. To address these challenges, the U.S. DOT recently launched 2 projects to demonstrate that the technical and institutional barriers to integration of public safety and transportation systems can be overcome. This article describes these 2 projects.
KW  - Computer aided dispatch systems
KW  - Dispatching
KW  - Highway safety
KW  - Integrated systems
KW  - Intelligent transportation systems
KW  - Real time information
KW  - Traffic incidents
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/04.cfm
UR  - https://trid.trb.org/view/689138
ER  - 

TY  - JOUR
AN  - 00969547
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Telang, N M
AU  - Mehrabi, A B
AU  - Federal Highway Administration
TI  - CRACKED GIRDERS
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 12-15
AB  - The Francis Case Memorial Bridge, an arterial structure spanning the Washington Channel of the Potomac River in the center of the nation's capital, carries 8 lanes of I-395 traffic. An extensive rehabilitation program undertaken in 1994 resulted in replacement of the approach spans of the original bridge with precast and prestressed concrete girders made continuous at the piers. During routine inspection of the bridge in 1998, large, full-depth vertical cracks were discovered on the soffit of the beams, near the first interior pier. These were of unusual severity and also of unknown origin. The District of Columbia Department of Transportation, with assistance from the Federal Highway Administration, immediately began stabilizing the cracked girders and initiated an investigation to ascertain the cause, prognosis, and whether the structure could be repaired. This article details the findings of the investigation of the Case Bridge failure.
KW  - Arterial highways
KW  - Bridge engineering
KW  - Case Bridge (Washington, DC)
KW  - Cracking
KW  - Failure analysis
KW  - Girders
KW  - Highway bridges
KW  - Rehabilitation (Maintenance)
KW  - Structural deterioration and defects
KW  - Washington (District of Columbia)
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/03.cfm
UR  - https://trid.trb.org/view/689135
ER  - 

TY  - JOUR
AN  - 00969546
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Ralls, M L
AU  - Tang, B M
AU  - Federal Highway Administration
TI  - LAYING THE GROUNDWORK FOR FAST BRIDGE CONSTRUCTION
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 8-11
AB  - In February 2003, more than 200 bridge professionals viewed successful projects at the National Prefabricated Bridge Elements and Systems Conference cosponsored by the American Association of State Highway and Transportation Officials and the Federal Highway Administration. With U.S. bridges having a median age of 40 years and most of these in need of reconstruction, it is thought that prefabricated bridge elements and systems are one of the innovative technologies promising the highest payoff. This article describes proceedings of the aforementioned Conference that had as its main goal furthering implementation of use of prefabrication in U.S. bridge construction and rehabilitation. Several specific examples of prefabricated bridge projects are detailed.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge design
KW  - Bridge engineering
KW  - Highway bridges
KW  - Infrastructure
KW  - Prefabricated bridges
KW  - Rehabilitation (Maintenance)
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/02.cfm
UR  - https://trid.trb.org/view/689133
ER  - 

TY  - JOUR
AN  - 00969545
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Chase, S B
AU  - Duwadi, S R
AU  - HOOKS, J M
AU  - Federal Highway Administration
TI  - GETTING AHEAD OF THE CURVE
PY  - 2003/11
VL  - 67
IS  - 3
SP  - p. 2-7
AB  - The Federal Highway Administration (FHWA) is committed to delivering a safe and cost-effective bridge infrastructure to support U.S. highways. To meet the demand for a 21st century transportation network, FHWA is proposing a robust and aggressive research and technology program to preserve the aging and deteriorating U.S. bridge infrastructure and advance new technologies for designing stronger, longer-lasting bridges. This article discusses this program, termed Bridges for the 21st Century, which will build on and expand the programs pursued under the Transportation Equity Act for the 21st Century.
KW  - Bridge engineering
KW  - Highway bridges
KW  - Infrastructure
KW  - Rehabilitation (Maintenance)
KW  - Retrofitting
KW  - Structural deterioration and defects
KW  - Transportation Equity Act for the 21st Century
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/03nov/01.cfm
UR  - https://trid.trb.org/view/689131
ER  - 

TY  - RPRT
AN  - 00969873
AU  - American Traffic Safety Services Association
AU  - Institute of Transportation Engineers (ITE)
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
TI  - MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES FOR STREETS AND HIGHWAYS - 2003 EDITION
SN  - 0935403817
PY  - 2003/11
SP  - v.p.
AB  - The Manual on Uniform Traffic Control Devices (MUTCD) is incorporated by reference in 23 Code of Federal Regulations (CFR), Part 655, Subpart F.  It is recognized as the national standard for all traffic control devices installed on any street, highway, or bicycle trail open to public travel in the United States.  The need for uniform standards was recognized long ago.  The evolution of the MUTCD begins in 1927, with subsequent editions published in 1930, 1935, 1942, 1948, 1961, 1971, 1978, 1988, and 2000.  This 2003 edition contains ten Parts and each Part is comprised of one or more Chapters.  The headings of the Parts are as follows:  (1) General; (2) Signs; (3) Markings; (4) Highway Traffic Signals; (5) Traffic Control Devices for Low-Volume Roads; (6) Temporary Traffic Control; (7) Traffic Controls for School Areas; (8) Traffic Controls for Highway-Rail Grade Crossings; (9) Traffic Controls for Bicycle Facilities; and (10) Traffic Controls for Highway-Light Rail Transit Grade Crossings.  An appendix contains congressional legislation concerning the MUTCD.  An index is provided.
KW  - Bicycle facilities
KW  - Highways
KW  - Legislation
KW  - Light rail transit grade crossings
KW  - Low volume roads
KW  - Manual on Uniform Traffic Control Devices
KW  - Manuals
KW  - Railroad grade crossings
KW  - Road markings
KW  - Schools
KW  - Standards
KW  - Temporary traffic control devices
KW  - Traffic control devices
KW  - Traffic signals
KW  - Traffic signs
KW  - United States
UR  - https://trid.trb.org/view/681660
ER  - 

TY  - RPRT
AN  - 00969839
AU  - Bowders, J J
AU  - Loehr, J E
AU  - Chen, C-W
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF RECYCLED PLASTIC PRODUCTS IN TERMS OF SUITABILITY FOR STABILIZATION OF EARTH SLOPES
PY  - 2003/11
SP  - 139 p.
AB  - Slender recycled plastic pins (RPPs) can be used to stabilize earthen slopes by driving the RPPs into the face of the slope to intercept the sliding surface and "pin" the slope.  For RPP technology to become widely applied, a specification for accepting or rejecting particular products is required.  In this work, engineering properties and field performance of four types of RPPs were evaluated and a draft specification was developed. Compressive strengths ranged from 1600 psi to 3000 psi and compressive moduli ranged from 80 ksi to 190 ksi at one percent strain.  Flexural strengths ranged from 1300 psi to 3600 psi and flexural moduli varied from 90 ksi to 250 ksi at one percent strain.  Arrhenius modeling showed creep failure ranged from 45 to 2000 years at field temperature and stress levels. Installation stresses did not alter the strengths of the RPPs. A draft specification for RPPs to be used to stabilize slopes includes "design" compressive (1500 psi) and flexural (1200 psi) strengths for RPPs tested at the field strain rate (0.00003 in./in./min); or establishing a compressive strength versus strain rate behavior and estimating the compressive strength at the field strain rate; or a minimum compressive strength of 3750 psi at a strain rate of 0.03 in./in./min.  The "design" flexural strength is 1200 psi at two percent center strain, when tested in four-point flexure using a crosshead displacement rate of 0.02 in./min or 2000 psi if displaced at 1.9 in./min.  To ensure durability to environmental exposures, the RPPs must consist of more than 60% polymeric material or exposure testing must be performed.  Finally, the RPP should not fail (break) under a cantilever bending load that generates an extreme fiber stress of at least 50% of the design compressive strength when subjected to the load for 100 days.  Exposure testing and Arrhenius modeling are offered as alternate means to qualify the durability of a material.
KW  - Bending
KW  - Compressive strength
KW  - Creep
KW  - Durability
KW  - Flexural strength
KW  - Installation
KW  - Pins
KW  - Plastics
KW  - Recycled materials
KW  - Recycled plastic pins
KW  - Slope stability
KW  - Specifications
KW  - Strain (Mechanics)
KW  - Stresses
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p24final.pdf
UR  - https://trid.trb.org/view/680838
ER  - 

TY  - RPRT
AN  - 00969763
AU  - Melhem, H G
AU  - Swart, R
AU  - WALKER, S
AU  - Kansas State University, Manhattan
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - ACCELERATED TESTING FOR STUDYING PAVEMENT DESIGN AND PERFORMANCE (FY 2001). EVALUATION OF THE PERFORMANCE OF PERMEABLE AND SEMI-PERMEABLE UNBOUND GRANULAR BASES UNDER PORTLAND CEMENT CONCRETE PAVEMENT (PCCP) SLABS AND ALTERNATE LOAD TRANSFER DEVICES FOR JOINT REPAIR
PY  - 2003/11
SP  - 100 p.
AB  - The objectives of this research were to determine the effect of unbound drainable base types on the performance of Portland Cement Concrete Pavement (PCCP) and to determine the efficiency of fiber-reinforced polymer (FRP) dowels, compared to epoxy coated steel dowels, when retrofitted to re-establish the load transfer in damaged non-doweled joints.  The experiment was conducted at the Accelerated Testing Laboratory at Kansas State University, and consisted of constructing two pavements, one with permeable base and another with semi-permeable base, and subjecting them to full-scale accelerated pavement test.  Water was periodically spread at the surface of the pavement to simulate the effect of rainfall, to induce the accumulation of water in the base and to allow the comparison of the drainage capability and the performance of the two unbound bases.  The measured stresses and strains as well as the distresses observed on the two pavements clearly indicated a better performance for the permeable granular base.  The semi-permeable base pavement exhibited severe cracking and pumping of fines from the base and subgrade.  The joints and cracks in the semi-permeable base pavement were retrofitted with 1.5 inch FRP dowels and one inch steel dowels to re-establish the shear transfer.  After an additional 25,000 passes were applied to the repaired pavement it was observed that the conventional steel dowels give a better performance than the FRP dowels.
KW  - Accelerated tests
KW  - Concrete pavements
KW  - Dowels (Fasteners)
KW  - Epoxy coatings
KW  - Fiber reinforced plastics
KW  - Granular bases
KW  - Load transfer
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement joints
KW  - Pavement performance
KW  - Permeability
KW  - Pumping (Pavements)
KW  - Retrofitting
KW  - Steel
KW  - Strain (Mechanics)
KW  - Stresses
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003682964&Page=1
UR  - http://ntl.bts.gov/lib/24000/24600/24603/KS027_Report.pdf
UR  - https://trid.trb.org/view/680620
ER  - 

TY  - RPRT
AN  - 00969762
AU  - Melhem, H G
AU  - Swart, R
AU  - WALKER, S
AU  - Kansas State University, Manhattan
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - ACCELERATED TESTING FOR STUDYING PAVEMENT DESIGN AND PERFORMANCE (FY 2000). EFFECTIVENESS OF FIBER REINFORCED AND PLAIN, ULTRA-THIN CONCRETE OVERLAYS ON PORTLAND CEMENT CONCRETE PAVEMENT (PCCP)
PY  - 2003/11
SP  - 64 p.
AB  - The objective of the research was to compare the performance of fiber reinforced and plain Portland Cement Concrete (PCC) overlay when used as a thin non-dowelled overlay on top of a rubblized, distressed concrete pavement.  The experiment was conducted at the Accelerated Testing Laboratory at Kansas State University, and consisted of constructing two pavements and subjecting them to full-scale accelerated pavement test.  The pavements were constructed in the environmental pit so that heat-cool temperature cycles were imposed.  The two pavements were subjected to 500,000 full-truck axle passes.  Stresses and strains at several locations in the two pavements, as well as the expansion/contraction of the slabs, were periodically recorded during the test.  The stress-strain data, as well as the location, severity and extent of the cracking in the overlay, clearly indicate that there is no benefit of including the plastic fibers in the concrete overlay.  The full-scale accelerated test revealed that the thin non-dowelled overlays are effective when used on top of distressed, rubblized concrete pavements.
KW  - Accelerated tests
KW  - Concrete overlays
KW  - Contraction
KW  - Expansion
KW  - Fiber reinforced concrete
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement performance
KW  - Rubblized concrete pavements
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Ultrathin concrete overlays
UR  - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003682104&Page=1
UR  - http://ntl.bts.gov/lib/24000/24600/24602/KS026_Report.pdf
UR  - https://trid.trb.org/view/680618
ER  - 

TY  - RPRT
AN  - 00965921
AU  - Federal Highway Administration
TI  - PORTABLE CHANGEABLE MESSAGE SIGN HANDBOOK: PCMS
PY  - 2003/11
SP  - 10 p.
AB  - A portable changeable message sign (PCMS) is a traffic control device that is capable of displaying a variety of messages to inform motorists of unusual driving conditions. This capability is achieved through elements on the face of the sign that can be activated to form letters or symbols. The message is limited by the size of the sign (usually three lines with eight characters per line). A PCMS is housed on a trailer or on a truck bed and can be deployed quickly for meeting the temporary requirements frequently found in work zones or accident areas. The purpose of this handbook is to present basic guidelines for the use of PCMSs. This handbook presents information on the PCMS and is intended to illustrate the principles of proper PCMS use.
KW  - Guidelines
KW  - Handbooks
KW  - Highway traffic control
KW  - Portable equipment
KW  - Traffic control devices
KW  - Traffic crashes
KW  - Variable message signs
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03066/
UR  - https://trid.trb.org/view/678123
ER  - 

TY  - ABST
AN  - 01460831
TI  - Synthesis of Information Related to Highway Problems. Topic 35-12. Transportation Technology Transfer: Successes, Challenges, and Needs
AB  - This study will assist State Departments of Transportation in putting research results into use, to maximize transportation research investments. The synthesis will provide a body of knowledge on successful technology transfer practices.
KW  - Investments
KW  - National Cooperative Highway Research Program
KW  - Needs assessment
KW  - Research projects
KW  - Technological innovations
KW  - Technology transfer
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=80
UR  - https://trid.trb.org/view/1229049
ER  - 

TY  - RPRT
AN  - 01001417
AU  - Federal Highway Administration
AU  - Iowa Department of Transportation
AU  - Illinois Department of Transportation
AU  - Department of Homeland Security
TI  - Interstate 74 Quad Cities Corridor Study, Scott County, Iowa and Rock Island County, Illinois Draft Environmental Impact Statement and Section 4(f) Statement. Volume 1 of 2
PY  - 2003/10/30/Report
SP  - v.p.
AB  - The Iowa and Illinois Departments of Transportation (DOT) and the Federal Highway Administration (FHWA) are proposing improvements to the Interstate 74 (I-74) corridor in the Quad Cities from 23rd Avenue in Moline, Illinois, to 53rd Street in Davenport, Iowa.  The U.S. Coast Guard is participating as a cooperating agency.  The study corridor traverses the cities of Moline, Bettendorf and Davenport and includes a crossing of the Mississippi River.  The proposed improvements will consider additional capacity on I-74, improved Mississippi River crossing; improvements to the existing six service interchanges; enhancements to the connecting arterial roadway system; and improved opportunities for transit, bike/pedestrian, and intermodal connections.  This Draft Environmental Impact Statement describes all of the proposed alternatives; the economic, social and environmental impacts of each alternative; and the proposed measures to mitigate adverse impacts of specific alternatives.
KW  - Alternatives analysis
KW  - Arterial highways
KW  - Bridges
KW  - Cyclists
KW  - Davenport (Iowa)
KW  - Economic impacts
KW  - Environmental impact analysis
KW  - Environmental impact statements
KW  - Environmental impacts
KW  - Environmental protection
KW  - Highway capacity
KW  - Interchanges
KW  - Intermodal transportation
KW  - Interstate highways
KW  - Mississippi River
KW  - Moline (Illinois)
KW  - Pedestrians
KW  - Public transit
KW  - River crossings
KW  - Social impacts
KW  - Traffic mitigation
UR  - https://trid.trb.org/view/757159
ER  - 

TY  - RPRT
AN  - 00965925
AU  - Mollaghasemi, M
AU  - Abdel-Aty, M
AU  - University of Central Florida, Orlando
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - POST-DISASTER DYNAMIC ROUTING OF EMERGENCY VEHICLES: DEVELOPMENT OF EMERGENCY RESPONSE MODEL FOR ORLANDO INTERNATIONAL AIRPORT
PY  - 2003/10/30
SP  - 121 p.
AB  - With advances in traffic simulation during the last decade, it is now possible to model many traffic problems, such as signal control optimization, testing of Intelligent Transportation System technologies, and emergency management.  This thesis presents the use of a microscopic traffic simulation model to evaluate the emergency vehicle routing strategies in case of an emergency.  A detailed framework outlining the model building and calibration of the model using a microscopic traffic simulation model, PARAMICS, is provided.  The network around the Orlando International Airport is coded into PARAMICS with 50 signalized intersections, 7 fire stations and 66 zones.  The study assessed the routes to be taken, from the fire stations to the airport for quick response, in case of an emergency at the airport.
KW  - Airport access
KW  - Airports
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Emergency vehicles
KW  - Fire departments
KW  - Microscopic traffic flow
KW  - Orlando (Florida)
KW  - Orlando International Airport
KW  - Paramics (Computer program)
KW  - Routing
KW  - Signalized intersections
KW  - Strategic planning
KW  - Traffic models
KW  - Traffic simulation
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BC096_17_rpt.pdf
UR  - https://trid.trb.org/view/678127
ER  - 

TY  - RPRT
AN  - 00969817
AU  - Bank, L C
AU  - Oliva, M G
AU  - Arora, D
AU  - Borowicz, D T
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - RAPID STRENGTHENING OF REINFORCED CONCRETE BRIDGES
PY  - 2003/10/30
SP  - 166 p.
AB  - An innovative technique for repairing reinforced concrete beams (or slabs) by attaching FRP (fiber reinforced polymer) strengthening strips to the underside of the beam using powder actuated fasteners and mechanical anchors was developed at the University of Wisconsin-Madison under funding from the U.S. Army Corps of Engineers.  The method is known as the Mechanically Fastened (MF) Fiber-Reinforced Polymer (MF-FRP) method, to distinguish it from the traditional Externally-Bonded FRP (EB-FRP) method.  This method is rapid and uses simple hand tools, lightweight materials, and unskilled labor.  Unlike the conventional method of adhesively bonding FRP strips to the concrete surface, this method does not require much surface preparation and allows for immediate use of the strengthened structure.  The potential to use the method as a rapid and temporary means of upgrading load-capacity deficient bridges in the State was studied.  Such an option is desirable to local governments that have budget constraints and need to replace many older deficient bridges.  In this research, the MF-FRP method was used to strengthen a bridge in Edgerton, Wisconsin, which was subsequently tested to failure.  Additional laboratory tests on strengthened beams were conducted at the University of Wisconsin-Madison.  The major finding of this research was that the MF-FRP method could be used to strengthen an existing deteriorated bridge.  The Inventory Rating of the bridge strengthened was increased from an HS17 rating to HS25 rating for a unit cost of materials and manpower of approximately $12 per sq ft.  The method is easy to use in the field and the level of strengthening can be predicted in advance using conventional analytical methods.
KW  - Anchors (Structural connectors)
KW  - Bearing capacity
KW  - Cost effectiveness
KW  - Fiber reinforced plastics
KW  - Field tests
KW  - Laboratory tests
KW  - Load factor
KW  - Local government
KW  - Reinforced concrete bridges
KW  - Strengthening (Maintenance)
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/02-14brapidstrength-f1.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/02-14brapidstrength-f1.pdf
UR  - https://trid.trb.org/view/680774
ER  - 

TY  - RPRT
AN  - 00965935
AU  - Walker, G M
AU  - Baber, JAW
AU  - Florida Department of Environmental Protection
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - WILDLIFE USE AND INTERACTIONS WITH STRUCTURES CONSTRUCTED TO MINIMIZE VEHICLE COLLISIONS AND ANIMAL MORTALITY ALONG STATE ROAD 46, LAKE COUNTY, FLORIDA
PY  - 2003/10/30
SP  - 28 p.
AB  - The Florida black bear (Ursus americanus floridanus) is listed as a threatened species by the Florida Fish and Wildlife Conservation Commission and is considered an umbrella species. State Road 46 in Lake County Florida has one of the highest concentrations of black bear roadkills in the state.  A box culvert underpass and associated wildlife fencing was constructed in 1994 to facilitate the effectiveness of the underpass and determine how different species of wildlife are affected by the fencing.  The study included the collection of roadkill data, monitoring wildlife tracks adjacent to the wildlife fence and monitoring wildlife utilization of the underpass structure with a motion-sensing camera.  The fieldwork was conducted for two years.  The roadkill data clearly indicates that the fencing is reducing the number of roadkills within the fence limits, especially for mammals.  The fence endpoints did not appear to be significant hotspots for wildlife roadkill.  The tracking surveys revealed that the distance traveled along the fenceline differed for each wildlife species.  The distance traveled by black bear were the shortest of all species monitored.  This implies that they remember the locations of the underpass or that they are influenced by the landscape manipulation - forest areas funneling them to the underpass entrance.  The underpass camera captured ten species of animals utilizing the underpass.  The data reveal that more bears used the underpass in the summer of 2003 compared with the summer of 2002.  A total of ten species of wildlife have been photodocumented in 672 photos over the study period.
KW  - Animal behavior
KW  - Animals
KW  - Box culverts
KW  - Cameras
KW  - Crashes
KW  - Fatalities
KW  - Fences
KW  - Florida
KW  - Florida black bear
KW  - Highways
KW  - Road kill
KW  - Species
KW  - Structures
KW  - Underpasses
KW  - Wildlife
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BD162_rpt.pdf
UR  - https://trid.trb.org/view/678137
ER  - 

TY  - ABST
AN  - 01464669
TI  - Synthesis of Information Related to Highway Problems. Topic 35-09. Compliance with National Historic Preservation Act Requirements for Archeological Investigation and Mitigation
AB  - <p>TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 347: Managing Archaeological Investigations addresses practices that improve archaeological investigations by both streamlining the overall transportation project delivery process and enhancing the stewardship of archaeological resources. The report examines practices that improve and maintain good communication and coordination at all stages of transportation programs, including that between agencies and Native Americans and efforts at public outreach. It also reviews internal state department of transportation (DOT) business practices, and examines effective and innovative practices for complying with Section 106 of the National Historic Preservation Act, the National Environmental Policy Act, and project design. The synthesis also examines pre-project planning efforts, including programmatic agreements, treatment guidance and specifications on specific archaeological resources, creative mitigation, and effective collection methods.  </p>
KW  - Archeological investigations
KW  - Coordination
KW  - Historic preservation
KW  - Natural resources
KW  - Project delivery
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=77
UR  - https://trid.trb.org/view/1232901
ER  - 

TY  - ABST
AN  - 01460880
TI  - Design Guidelines for Safe and Aesthetic Roadside Treatments in Urban Areas
AB  - The objectives of this project are to develop (1) design guidelines for safe and aesthetic roadside treatments in urban areas and (2) a toolbox of effective roadside treatments that (a) balance pedestrian, bicyclist, and motorist safety and mobility and (b) accommodate community values. The guidelines will be based on an evaluation of the effects of treatments such as trees, landscaping, and other roadside features on vehicle speed and overall safety. The guidelines will generally focus on arterial and collector-type facilities in urban areas with speed limits between 25-50 mph.
KW  - Aesthetics
KW  - Design
KW  - Landscaping
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Roadside flora and fauna
KW  - Roadside structures
KW  - Safety
KW  - Urban areas
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=418
UR  - https://trid.trb.org/view/1229098
ER  - 

TY  - ABST
AN  - 01460859
TI  - Using Contractor-Performed Tests in Quality Assurance
AB  - The objective of this research is to develop procedures to assist State Departments of Transportation (DOTs) in effectively using contractor-performed tests in the quality-assurance process.
KW  - Contractors
KW  - National Cooperative Highway Research Program
KW  - Performance
KW  - Quality assurance
KW  - Research projects
KW  - State departments of transportation
KW  - Testing
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=277
UR  - https://trid.trb.org/view/1229077
ER  - 

TY  - ABST
AN  - 01464648
TI  - Transportation Response Options: Scenarios of Infectious Disease, Biological Agents, Chemical, Biological, Radiological, or Nuclear Exposure
AB  - The objective of this research is to develop a Guide for state and local transportation officials to use to develop and communicate transportation response options within an incident management system. This Guide will be designed so transportation managers can clearly convey transportation-related options (opportunities and limitations) to mitigate population exposures and the spread of contamination, and to expedite effective response. This Guide will identify the potential positive actions of transportation, as well as unintended consequences of reactions to extreme events such as mass exposures to infectious diseases, biological agents, radiological, chemical, and other hazardous materials. Transportation issues, needs, and solutions are to be packaged so that transportation officials can effectively communicate these options through the incident command system.
KW  - Biological and chemical weapons
KW  - Communicable diseases
KW  - Hazardous materials
KW  - Incident detection
KW  - Intermodal transportation
KW  - Local transportation
KW  - Radioactive materials
KW  - Transportation networks
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=639
UR  - https://trid.trb.org/view/1232880
ER  - 

TY  - ABST
AN  - 01458668
TI  - Transportation Response Options: Scenarios of Infectious Disease, Biological Agents, Chemical, Radiological, or Nuclear Exposure
AB  - Develop a series of decision support matrices that consider specific attacks and provide parameters to inform movement restrictions, considering health and safety as well as economic considerations.
KW  - Biological materials
KW  - Decision support systems
KW  - Diseases and medical conditions
KW  - Economic analysis
KW  - Health hazards
KW  - National Cooperative Highway Research Program
KW  - Nuclear energy
KW  - Research projects
KW  - Safety
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644
UR  - https://trid.trb.org/view/1226879
ER  - 

TY  - ABST
AN  - 01460881
TI  - Guidelines for Analysis of Investments in Bicycle Facilities
AB  - The objective of this study is to provide transportation decision makers at the federal, state, and local levels with guidelines to evaluate the projected costs and benefits of bicycle-facility investments. The guidelines should include a methodology capable of evaluating when facilities are warranted, which particular facility is most appropriate, how investments in bicycle facilities compare with investments in other modes, and how to integrate bicycle-facility cost-benefit analysis into the overall transportation planning process.
KW  - Benefit cost analysis
KW  - Bicycle facilities
KW  - Bicycle travel
KW  - Decision making
KW  - Guidelines
KW  - Investments
KW  - Local government
KW  - National Cooperative Highway Research Program
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=888
UR  - https://trid.trb.org/view/1229099
ER  - 

TY  - ABST
AN  - 01458336
TI  - Support Services for the Geometric Design Laboratory at Turner Fairbank Highway Research Center
AB  - This project supports IHSDM-related research efforts, supports the full life cycle of IHSDM software development, and supports technology facilitation of the IHSDM.
KW  - Design standards
KW  - Geometric design
KW  - Highway safety
KW  - Research projects
KW  - Technical assistance
UR  - https://trid.trb.org/view/1226547
ER  - 

TY  - ABST
AN  - 01460656
TI  - Synthesis of Information Related to Highway Problems. Topic 35-08. Comprehensive Investigation of Bridges with Fracture Critical Details
AB  - This synthesis will gather information pertaining to fracture critical structures and their inspection by bridge owners. The synthesis will include any information that identifies triggers for increasing or decreasing inspection frequencies and methods for calculating fatigue life. This is in editing, and publication is expected in February 2006.
KW  - Bridges
KW  - Collapse
KW  - Condition surveys
KW  - Fracture properties
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Stability (Mechanics)
KW  - Steel structures
KW  - Tension
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=76
UR  - https://trid.trb.org/view/1228874
ER  - 

TY  - ABST
AN  - 01460885
TI  - Guide to Effective Freeway Performance Measurement
AB  - The objective of this research is to develop a guide on the effective use of freeway performance measures in operating the system and in meeting the information needs of a large spectrum of potential local, regional, and national users.
KW  - Freeways
KW  - Guidelines
KW  - Measurement
KW  - National Cooperative Highway Research Program
KW  - Operations
KW  - Performance
KW  - Research projects
KW  - Systems
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=822
UR  - https://trid.trb.org/view/1229103
ER  - 

TY  - ABST
AN  - 01459063
TI  - Technical Support for the AASHTO Task Force for Roadside Safety (TFRS). Task 3. Flare Rates for W-Beam Guardrail
AB  - The objective of this study is to evaluate the effect of increased flare rates on impact performance and identify optimal flare rates that minimize total crash costs.
KW  - Beams
KW  - Crash injuries
KW  - Flares
KW  - Guardrails
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Roadside
KW  - Safety
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=446
UR  - https://trid.trb.org/view/1227275
ER  - 

TY  - RPRT
AN  - 00965904
AU  - Wayson, R L
AU  - MacDonald, J M
AU  - El-Aassar, A
AU  - Chua, C B
AU  - University of Central Florida, Orlando
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - COMPREHENSIVE REVIEW OF COLLECTED NOISE INFORMATION AT BARRIER SITES
PY  - 2003/10/07
SP  - 72 p.
AB  - This report describes the results of a detailed analysis of in-situ measurements for 19 noise barriers in the State of Florida.  This report is a continuation of work presented in two previous Florida Department of Transportation (FDOT) reports, which are described in the introduction.  This report investigates, in greater detail, the substantial database produced by this project.  This investigation evaluated spectral differences of predicted and measured ground effects and high frequency deviations between federal prediction methods compared to measured data.  This work also produced custom software that provided a visualization of the formation of shadow zones behind existing barriers.  In addition, new empirical methods were developed to estimate the length of shadow zones behind highway noise barriers.  This software can lead to more effective design of future highway noise barriers.
KW  - Data collection
KW  - Databases
KW  - Deviation (Statistics)
KW  - Empirical methods
KW  - Florida
KW  - Highways
KW  - Noise barriers
KW  - Noise control
KW  - Shadow zones
KW  - Software
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BC355_07_rpt.pdf
UR  - https://trid.trb.org/view/678119
ER  - 

TY  - ABST
AN  - 01459058
TI  - Research for the AASHTO Standing Committee on the Environment. Task 7. Evaluation of Mobile Models: MOBILE 6.1, MOBILE 6.2 and MOBILE6/CNG
AB  - MOBILE6 is a highway mobile source emission factor model developed by EPA that calculates factors for NOx (Nitrogen Oxides), VOC (volatile organic compounds) and CO (carbon monoxide) in grams of pollutant per mile traveled. Departments of Transportation (DOTs) and Metropolitan Planniing Organizations (MPOs) rely on the model to assess the air quality impacts of their transportation plans and projects to meet the requirements of ISTEA (1991) and the Clean Air Act amendments of 1990.  The latest version of the model includes emissions factors for particulate matter and components that contribute to secondary formation of fine particulate matter (PM2.5) from exhaust, brake wear, and tire wear.  Concerns have been expressed about the accuracy and reliability of the model.  The objectives of this effort are to evaluate MOBILE6.1/6.2 for accuracy and to understand and assess the validation of these modules.  This will include assessments of the emission factors related to particulate matter, the emission factors related to air toxics, and the emission factors when compressed natural gas (CNG) is specified as the fuel.
KW  - Air quality management
KW  - Alternate fuels
KW  - Compressed natural gas
KW  - Emission control systems
KW  - Exhaust gases
KW  - Metropolitan planning organizations
KW  - National Cooperative Highway Research Program
KW  - Nitrogen oxides
KW  - Organic compounds
KW  - Research projects
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=761
UR  - https://trid.trb.org/view/1227270
ER  - 

TY  - ABST
AN  - 01460914
TI  - Quantitative Use of Existing Video Equipment - Phase 3
AB  - Past phases of this research have developed a proof of concept and a rough version of the software capable of producing speed estimates from existing video cameras. This phase will produce a working version and a report detailing the development of the algorithm and the steps necessary to go from the working version of the software to full deployment in the system.
KW  - Research projects
KW  - Software
KW  - Speed and delay studies
KW  - Video cameras
UR  - https://trid.trb.org/view/1229132
ER  - 

TY  - ABST
AN  - 01560776
TI  - Implementation of the 2002 AASHTO Design Guide for Pavement Structures
AB  - The objective of this research is to develop the calibration procedure for the American Association of State Highway and Transportation Officials (AASHTO) 2002 design guide models for both flexible and rigid pavement structures for this region and to assist the state highway agencies in the region in the implementation of the new Guide for pavement design and surface selection practices.
KW  - AASHTO 2002 Design Guide
KW  - AASHTO Guide for Design of Pavement Structures
KW  - Flexible pavements
KW  - Pavement design
KW  - Pavement management systems
KW  - Rigid pavements
UR  - http://www.pooledfund.org/Details/Study/301
UR  - https://trid.trb.org/view/1351339
ER  - 

TY  - ABST
AN  - 01464672
TI  - Synthesis of Information Related to Highway Problems. Topic 35-04. Value Engineering Practices in Transportation
AB  - <p align="left">TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 352: Value Engineering Applications in Transportation examines the current value engineering (VE) practices of highway transportation agencies in the United States and Canada.  Value engineering (VE) is the systematic review of a project, product, or process to improve performance, quality, and/or life-cycle cost by an independent multidisciplinary team of specialists. The report identifies the reported best practices, key strengths, and challenges of current VE study processes and agency programs, and offers guidance on applying and improving the effectiveness of VE in projects and programs. </p>
KW  - Canada
KW  - Life cycle costing
KW  - Quality control
KW  - Transportation departments
KW  - Transportation planning
KW  - United States
KW  - Value engineering
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=72
UR  - https://trid.trb.org/view/1232904
ER  - 

TY  - ABST
AN  - 01461046
TI  - Research for AASHTO Standing Committee on Highways. Task 122. Load Rating by Load and Resistance Factor Evaluation Method (LRFE)
AB  - The Manual for Condition Evaluation and Load and Resistance Factor Rating of Highway Bridges has been developed under NCHRP Project 12- 46 and is under review by the AASHTO Highway Subcommittee for Bridges and Structures.  An important component of this review is a comprehensive comparison of LRFR to the existing load factor rating ( LFR) method.  Funding for development of computer software to automate the comparison is being provided outside the NCHRP program.  This programming effort is scheduled for completion by April 2001.  When the software is available, the funding for NCHRP 20-07, Task 122, will be used to perform a parametric study of the new and old rating procedures.
KW  - Bridges
KW  - Design standards
KW  - Load factor
KW  - Load tests
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Resistance tests
KW  - Structures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1464
UR  - https://trid.trb.org/view/1229264
ER  - 

TY  - ABST
AN  - 01460913
TI  - Prediction of Weather Elements and Impact on Congestion
AB  - The potential now exists to determine the correlation between weather elements and congestion and to apply such knowledge to predict weather related congestion and incidents. This linkage of weather to traffic may be one of the only non-recurring congestion phenomena that can be accurately predicted. If the research is successful, it will provide a means for Department of Transportation (DOT) personnel to prepare for imminent weather-related events.
KW  - Incident detection
KW  - Incident management
KW  - Research projects
KW  - Traffic congestion
KW  - Weather conditions
UR  - https://trid.trb.org/view/1229131
ER  - 

TY  - ABST
AN  - 01460848
TI  - Long-Term Viability of Fuel Taxes for Transportation Finance
AB  - For the past several decades, the building and maintenance of the nation's infrastructure has depended upon a steady and adequate stream of revenue, which has mostly come from state and national fuel taxes.  Each year, the nation -- acting collectively through local and state government and federal agencies- -spends more than $100 billion to construct, maintain, regulate, and operate surface transportation systems.  Fortunately, there has been a reliable mechanism for raising the necessary funds- -the fuel tax. About 25 to 30 percent of the $100 billion comes from federal sources, which are distributed by the federal government back to state and local authorities.  Nearly 90 percent of federal revenues come from taxes on petroleum fuel.  Fuel taxes are also a mainstay of state transportation revenues, accounting for roughly half of state expenditures on highways. At the local level, transportation agency funding (not including transfer payments from states and federal agencies) typically depends on general tax revenues, property taxes, and other sources.  Based on aggregate estimates, it appears that between 55 and 60 percent of highway construction, operations, and maintenance is paid for from user fees, of which the fuel tax is the primary source.  Transit capital funding is also heavily dependent upon fuel taxes because the 80 percent federal funding match for new capital is funded from the Highway Trust Fund.  Transit operating costs are funded from a wide variety of local and state sources.
KW  - Financing
KW  - Fuel taxes
KW  - Infrastructure
KW  - National Cooperative Highway Research Program
KW  - Petroleum
KW  - Petroleum
KW  - Research projects
KW  - Taxes
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=647
UR  - https://trid.trb.org/view/1229066
ER  - 

TY  - ABST
AN  - 01458666
TI  - Older Driver-Infrastructure Research, FY03 Safety Research Earmark
AB  - No summary provided.
KW  - Aged drivers
KW  - Behavior
KW  - Drivers
KW  - Infrastructure
KW  - Research
KW  - Research projects
KW  - Safety programs
UR  - https://trid.trb.org/view/1226877
ER  - 

TY  - RPRT
AN  - 01015053
AU  - Bieryla, Elizabeth
AU  - Lee, Amanda
AU  - Dunn, Megan
AU  - Brown, David
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Return on Investment for Transportation Research Projects: PENNDOT Research Performance Measurement Toolbox
PY  - 2003/10/01/Final Report
SP  - 187p
AB  - This report presents the findings and outcomes of a team project to investigate, develop and propose performance measurement templates that can be customized and applied to candidate Pennsylvania Department of Transportation (PENNDOT) research projects and guide selection for future project funding.  The objectives of this project were to standardize and simplify existing measurement methods, determine if planning and research goals were being met, defend present resources, measure efficiency, justify additional resources and improve performance.  Performance measurement tools were developed through peer exchanges, reviewing existing models (internal and external) and Internet research.  Once developed, the tools were tested on PENNDOT research projects at the program, project and implementation levels.  Projects included both the hard side (quantitative) and the soft side (qualitative) of research conducted at PENNDOT.
KW  - Pennsylvania Department of Transportation
KW  - Performance measurement
KW  - Research projects
KW  - Return on investment
UR  - https://trid.trb.org/view/771458
ER  - 

TY  - RPRT
AN  - 00976001
AU  - Federal Highway Administration
TI  - FHWA MAJOR PROJECTS: RESOURCE MANUAL FOR OVERSIGHT MANAGERS
PY  - 2003/10/01
SP  - v.p.
AB  - This manual is intended to provide the necessary guidance, training resources, tools, and best practices to assist designated Federal Highway Administration (FHWA) Oversight Managers on Major (or Mega) projects in effectively carrying out their duties.  The manual is a living document, updated on a periodic basis to include the latest information available to assist the Oversight Managers.  Revision dates will be noted at the end of each chapter.  There are seven chapters as follows: (I) Background; (II) Financial Plans; (III) Project Management Plans; (IV) Project Reporting and Tracking; (V) Core Competencies; (VI) Training Resources; and (VII) Lessons Learned.
KW  - Best practices
KW  - Guidelines
KW  - Managerial personnel
KW  - Manuals
KW  - Oversight
KW  - Project management
KW  - Training
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/703688
ER  - 

TY  - RPRT
AN  - 01548506
AU  - Agah, Manny
AU  - Castle Rock Consultants
AU  - Arizona Department of Transportation
AU  - Michigan Department of Transportation
AU  - Federal Highway Administration
TI  - Transportation Management Plan & ITS Implementation During Mass Evacuation
PY  - 2003/10//Final Report
SP  - 105p
AB  - The purpose of this document is to show how Intelligent Transportation Systems (ITS) technologies can be used during mass evacuation procedures. Material in this report will serve as a starting point for State Departments of Transportation (DOTs) to revise their plans and procedures for responses to both natural and man-made disasters, including terrorism-related incidents. This project will assist the states in the development of effective transportation management plans for mass evacuation events by providing guidance for the application of ITS technologies and procedures. This will be based on the actual experiences of other states, which have been involved with mass evacuation, as well as those agencies that have used ITS technologies during such events. Because there are no official documents and information related to this subject, research will provide guidance to the ENTERPRISE group, as well as other agencies, in developing plans during mass evacuation events.
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Implementation
KW  - Intelligent transportation systems
KW  - State departments of transportation
UR  - http://enterprise.prog.org/Projects/2002_2009/finalreports/0203massevac.pdf
UR  - https://trid.trb.org/view/1333232
ER  - 

TY  - RPRT
AN  - 01457580
AU  - Lyn, Dennis A
AU  - Cooper, Thomas J
AU  - Yi, Yong-Kon
AU  - Sinha, Rahul N
AU  - Rao, A Ramachandra
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Debris Accumulation at Bridge Crossings: Laboratory and Field Studies
PY  - 2003/10
SP  - 62p
AB  - Extensive accumulation of large woody debris at bridge piers poses a chronic and sometimes quite severe problem at several bridge crossings in Indiana. This study, involving both laboratory and field components, examines the factors contributing to the initiation and development of such debris piles. The laboratory study, performed in a rectangular channel with a single model pier (and in some cases with an upstream vertical cylinder modeling a debris deflector, as well as a model sand bar) and both dowels and twigs as model logs, considered the effects of velocity and depth. The experiments point to a stronger than might be expected effect of local depth, with the potential for debris accumulation generally greater when the local depth is smaller. The field study consisted of video monitoring and recording of debris-transporting events at two sites, the SR59 south crossing of the Eel River (in operation since 9/2001), and the SR63 southbound bridge over the Big Vermillion River (in operation since 4/2003). Results (images) during significant flow events have only been obtained at the SR59 site during the 2001/2002 season, and some qualitative conclusions can be drawn regarding the initiation and growth of debris piles in relation to significant flow events.
KW  - Bridge piers
KW  - Debris flows
KW  - Deflectors
KW  - Hydraulics
KW  - Wood
UR  - http://dx.doi.org/10.5703/1288284313171
UR  - https://trid.trb.org/view/1218832
ER  - 

TY  - RPRT
AN  - 01334410
AU  - A. D. Marble and Company
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Byways to the Past Technical Series, Volume 8: Troxell Site Chert Study. Archaeological and Geological Study of Shriver Chert in Snyder and Union Counties, Pennsylvania: Alternative Mitigation for the Troxell Site (36SN91), S.R. 0522, Section 043, Bridge Replacement Project, Franklin Township, Snyder County, Pennsylvania
PY  - 2003/10//Technical Report
SP  - 190p
AB  - This report presents the results of an Archaeological Alternative Mitigation associated with the replacement of the S.R. 0522, Section 043 Bridge over Middle Creek in Franklin Township, Snyder County, Pennsylvania. A.D. Marble & Company performed this study for the Pennsylvania Department of Transportation (PennDOT), Engineering District 3-0. The Alternative Mitigation entailed a multi-disciplinary research study of chert (a material used to fashion stone tools) in the Snyder County area, including its precontact era extraction and utilization. Findings from this Alternative Mitigation study covered both geoarchaeological issues and issues relating the precontact-era history of the Middle Creek and Penns Creek valleys. The study identified more than 20 chert outcrops (surface exposures) within the study area along with three chert quarries/extraction sites (36Sn269, 36Sn271, and 36Sn274). In addition, a catchment model is forwarded for the Snyder County facies of Shriver chert, also known as ‘Penns Creek chert,’ defining areas of both extraction and heavy usage, as well as areas of lower intensity utilization. The Alternative Mitigation study also investigated chert sourcing methodologies and their application to the Shriver chert facies in Pennsylvania. Regional and intra-regional scales of analyses were investigated. The study determined that numerous sourcing methodologies can effectively source Shriver chert artifacts to regional source areas, and that none of the methodologies appear to be able to accurately source artifacts to individual outcrops within the study area.
KW  - Archaeological surveying
KW  - Artifacts
KW  - Bridges
KW  - Cherts
KW  - Engineering geology
KW  - Historic sites
KW  - Replacement (Bridges)
KW  - Snyder County (Pennsylvania)
UR  - https://trid.trb.org/view/1097799
ER  -