Transportation Research Board's (TRB's) National Cooperative Highway Research Program (NCHRP) Synthesis 342: Chip Seal Best Practices examines ways to assist in the development and implementation of pavement preservation programs by identifying the benefits of using chip seal as part of a preventive maintenance program and by highlighting advanced chip seal programs in use around the world. The report includes approximately 40 best practices in the areas of chip seal design methods, contract administration, equipment practices, construction practices, and performance measures. According to the report, the increased use of chip seals for maintenance can be a successful, cost-effective way of using preventive maintenance to preserve both low-volume and higher-volume pavements.
KW - Best practices KW - Chip seals KW - High volume roads KW - Low volume roads KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Preventive maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=70 UR - https://trid.trb.org/view/1232831 ER - TY - ABST AN - 01462942 TI - Selection Criteria and Guidelines for Highway Safety Features AB - Recent research has promoted the concept of matching highway-safety features to the type of roadway facility and its traffic conditions. According to NCHRP Report 350, "Recommended Procedures for the Safety Evaluation of Highway-Safety Features," a safety feature may be developed to meet one of up to six test levels, depending on the type of feature. Further, a feature may be designed for temporary (work zone) or permanent applications. Under this concept, features developed for the lower test levels, which have minimal containment capabilities for heavier vehicles, may be considered applicable for low-speed, low-volume conditions. While the test levels have been defined, recommended guidelines for their application have only been developed for bridge rails. Transportation agencies (federal, state, and local) are being required to make decisions on the use of features to comply with NCHRP Report 350 without guidelines on the appropriateness of highway-safety features including permanent and temporary traffic barriers, crash cushions, terminals, truck-mounted attenuators, breakaway supports, rumble strips, and cross-sectional elements for specific conditions. The American Association of State Highway and Transportation Officials (AASHTO) Roadside Design Guide (RDG) provides general guidelines to assist design personnel in determining when specific highway-safety features may be needed. The RDG presents these guidelines in terms of roadside terrain features, traffic volumes, design speed, accident probability, and environmental conditions. It does not, however, provide guidance on the specific type of highway-safety feature most appropriate for combinations of these conditions. Objective guidelines are needed not only to identify site conditions where a safety feature is needed but also to identify the most appropriate feature for that site. The guidelines should take into account roadway and traffic conditions, and the characteristics of candidate features (e.g., impact performance, life-cycle costs, durability, and maintainability). Inappropriate selection of a highway-safety feature at a particular site can be detrimental to the overall safety of the roadway or wasteful of scarce resources. The objective of this research is to develop route specific guidelines for the application of guardrail and guardrail terminals. Supplemental recommendations will be prepared to help designers identify when a more detailed site specific analysis should be considered. KW - Crash severity KW - Facilities KW - Guardrails KW - Guidelines KW - Highway safety KW - National Cooperative Highway Research Program KW - Research projects KW - Roadway KW - Traffic control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=681 UR - https://trid.trb.org/view/1231167 ER - TY - ABST AN - 01460579 TI - Integrated Safety Management Process - Technical Support AB - State organizations carry out a number of independent safety initiatives that individually help to reduce injuries and fatalities on highways. However, because highway safety responsibilities are divided among multiple agencies (DOT, motor vehicles, state police, etc.), most states do not have a comprehensive strategic approach. Many initiatives focus only on those strategies that the particular agency is responsible for implementing and do not effectively address the entire safety problem. A further concern is the effective coordination of safety efforts outside of the state highway system. Thus, the development of a coordinated, comprehensive management approach to integrate engineering, education, and enforcement efforts that more effectively addresses major crash problems will likely result in a greater reduction of overall injuries and deaths. NCHRP Project 17-18(5), Integrated Management Process to Reduce Highway Injuries and Fatalities Statewide, has developed a management process that addresses major highway-related crash problems by effectively integrating engineering, education, and enforcement, regardless of where these responsibilities may reside within a governmental organization. There is a need to provide technical assistance to the states to assist them in integrating all or part of the integrated safety management process into their existing processes. The objective of this project is to provide technical assistance to state departments of transportation to implement an integrated management process for reducing injuries and fatalities on a statewide basis KW - Highway safety KW - National Cooperative Highway Research Program KW - Police departments KW - Research projects KW - Safety education KW - Safety management KW - Safety programs KW - State departments of transportation KW - State highway departments KW - State motor vehicle departments UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=438 UR - https://trid.trb.org/view/1228796 ER - TY - ABST AN - 01458980 TI - Fabrication of Plexiglass Culvert Models AB - No summary provided. KW - Culverts KW - Drainage structures KW - Fabrication KW - Flexible structures KW - Materials KW - Research projects UR - https://trid.trb.org/view/1227192 ER - TY - RPRT AN - 00962876 AU - Fekpe, E AU - Gopalakrishna, D AU - Battelle Memorial Institute AU - Federal Highway Administration TI - TRAFFIC DATA QUALITY WORKSHOP PROCEEDINGS AND ACTION PLAN PY - 2003/09/10 SP - v.p. AB - The objective of this project was to define an action plan to address traffic data quality issues. The development of the action plan involved several steps. First, the issues associated with traffic data quality were reviewed. Second, three white papers were developed whose themes were based on the issues identified. The white papers were developed from information gathered from published literature and through interviews with state and local agencies involved with traffic data collection, use, and management. The white papers explore issues and current practices for ensuring data quality. Following the development of the white papers, two regional workshops on traffic data quality were conducted. The three white papers were used to stimulate discussions and obtain input from the workshop participants to develop an action plan that addresses traffic data quality issues. The action plan builds upon the findings in the white papers and inputs obtained from the regional workshops. The action plan provides a blueprint for specific actions to address traffic data quality issues. Implementation of the plan will require collaboration among both public and private partners with the Federal Highway Administration and the state departments of transportation playing leading roles. The plan identifies the following 10 priority action items: (1) Develop guidelines and standards for calculating traffic data quality measures; (2) Synthesize validation procedures and rules used by various states and other agencies for traffic monitoring devices; (3) Develop a synthesis of best practices for installation and maintenance of traffic monitoring devices; (4) Establish a clearinghouse for vehicle detector information; (5) Conduct sensitivity analyses and document the results to illustrate the implications of data quality on user applications; (6) Develop guidelines for sharing resources for traffic monitoring activities; (7) Develop a methodology for calculating life-cycle costs; (8) Develop guidelines for innovative contracting approaches for traffic data collection; (9) Conduct a case study or a pilot test; and (10) Provide guidance on technologies and applications. KW - Applications KW - Best practices KW - Case studies KW - Clearinghouses KW - Contracting KW - Cooperation KW - Data quality KW - Detectors KW - Guidelines KW - Installation KW - Instrumentation KW - Interagency relations KW - Interviewing KW - Life cycle costing KW - Literature reviews KW - Maintenance KW - Monitoring KW - Pilot studies KW - Planning KW - Quality control KW - Sensitivity analysis KW - Standards KW - Technological innovations KW - Traffic data KW - Validation KW - Workshops UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13839.html UR - https://trid.trb.org/view/661814 ER - TY - ABST AN - 01459009 TI - Characterization, Evaluation & Implementation of Fiber-Reinforced Polymer Composites AB - No summary provided. KW - Composite materials KW - Fiber reinforced materials KW - Performance evaluations KW - Polymers KW - Research projects UR - https://trid.trb.org/view/1227221 ER - TY - RPRT AN - 00964894 AU - Bielenberg, B W AU - Faller, R K AU - Holloway, J C AU - Reid, J D AU - Rohde, J R AU - Sicking, D L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - PHASE II DEVELOPMENT OF A SHORT-RADIUS GUARDRAIL FOR INTERSECTING ROADWAYS PY - 2003/09/09 SP - 199 p. AB - This research study consisted of the development and testing of a short-radius guardrail system for protection of hazards near intersecting roadways and capable of meeting the Test Level 3 (TL-3) impact conditions of the NCHRP Report No. 350 criteria. A short-radius system was designed and consisted of a curved and slotted thrie beam nose section with two adjacent slotted thrie beam sections supported by breakaway posts. One side of the system was attached to a TL-3 steel post transition while the other was attached to a TL-2 end terminal. A series of four full-scale crash tests were conducted on the short-radius guardrail system. The first two tests were conducted according to NCHRP Report No. 350 Test Designation 3-33. Test nos. SR-1 and SR-2 consisted of target impact conditions of a 2,000-kg pickup truck impacting the center of the nose of the short-radius at a speed of 100 km/hr and at an angle of 15 deg. Test nos. SR-1 and SR-2 were judged unacceptable according to NCHRP Report No. 350 criteria due to rollover of the test vehicle. The third and fourth tests on the short-radius system were conducted as a modified version of NCHRP Report No. 350 Test Designation 3-31. As such, both impacts were oriented at an angle of 0 deg to the roadway, but the impact point was altered to force the vehicle to move directly down the primary side of the system. This was believed to be a more critical impact condition than provided by the standard test 3-31. In test SR-3, a 2,036-kg pickup truck impacted the short-radius aligned with post no. 1P at a speed of 102.9 km/hr and at an angle of 0.9 deg. Test SR-3 was judged unacceptable due to rollover of the test vehicle. Prior to running test SR-4, the short-radius was modified by adding a parabolic flare to the primary side of the system, raising the system height 55 mm, and increasing the capacity of the nose cable plates. In test SR-4, the 2,005-kg pickup truck impacted the short-radius guardrail at a speed of 106.3 km/hr and at an angle of 1.8 deg. This test was judged unacceptable according to NCHRP Report No. 350 criteria due to intrusion of thrie beam into the wheel well of the pickup truck, rapid deceleration, and significant penetration into the interior occupant compartment. After review of the four full-scale tests, it was evident that the short radius guardrail system showed potential but further development was required. KW - Angle of impact KW - Breakaway supports KW - Design KW - Guardrail terminals KW - Guardrail transition sections KW - Guardrails KW - Impact tests KW - Intersections KW - NCHRP Report 350 KW - Occupant compartment intrusion KW - Pickup trucks KW - Radius KW - Rollover crashes KW - Speed KW - Thrie beams UR - https://trid.trb.org/view/661592 ER - TY - ABST AN - 01458782 TI - Asphalt Binder Cracking Device AB - No summary provided. KW - Asphalt KW - Asphalt based materials KW - Binders KW - Cracking KW - Cracking of asphalt concrete pavements KW - Research projects UR - https://trid.trb.org/view/1226994 ER - TY - ABST AN - 01458665 TI - Damaged Based Design Approach for Bridge Structures Subject to Earthquake and Other Dynamic Loads AB - No summary provided. KW - Bridges KW - Design KW - Dynamic loads KW - Earthquakes KW - Loss and damage KW - Research projects KW - Structural analysis UR - https://trid.trb.org/view/1226876 ER - TY - ABST AN - 01460743 TI - Groin (Bank Barb) Design for Stream Bank Protection AB - The objective of this project is to develop design standards for bank barbs, in water groins, for use in low slope streams in Washington State. KW - Banks (Waterways) KW - Design standards KW - Groins (Hydraulics) KW - Research projects KW - Slopes KW - Streams UR - https://trid.trb.org/view/1228961 ER - TY - ABST AN - 01464674 TI - Synthesis of Information Related to Highway Problems. Topic 35-01. State Quality Assurance Programs AB -TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 346: State Construction Quality Assurance Programs examines current quality assurance practices of state and federal departments of transportation with regard to highway materials and construction. The report focuses on the strategies and practices used by agencies to ensure quality.
KW - Construction KW - Construction management KW - Construction projects KW - Quality assurance KW - Road construction KW - State of the practice UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=69 UR - https://trid.trb.org/view/1232906 ER - TY - ABST AN - 01460918 TI - Pedestrian/Driver Behavior and Pedestrian Safety Treatments AB - Traditional data collection methods (roadside observers) have been too expensive to allow for a good understanding of pedestrian/driver behaviors as they relate to alternative pedestrian safety treatments. This project will use video equipment funded by the Traffic Safety Commission/NHTSA for comprehensive observations of driver/pedestrian behavior at a variety of high pedestrian accident locations as well as locations where various safety treatments have been installed. Ferry terminal locations will be included. Results will be analyzed to determine what behaviors cause high accident rates, and which safety treatments reduce the occurrences of those dangerous behaviors. This work is intended to lead to improvement in selection of pedestrian safety treatments and a decrease in accidents. KW - Behavior KW - Crash locations KW - Data collection KW - Drivers KW - Pedestrian-vehicle crashes KW - Research projects KW - Safety KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/1229136 ER - TY - RPRT AN - 01547357 AU - Frazier, Mark W AU - Webb, Davin M AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Monitoring Hot Mix Asphalt on the Interstate Rehabilitation Program PY - 2003/09//Draft Final Report SP - 18p AB - The Interstate Rehabilitation Program (IRP) involves the reconstruction of a large number of miles of Interstate within a five-year period. With leadership from the Arkansas General Assembly, the Governor's Office, and the Arkansas Highway Commission, voters approved the program in 1999. The rehabilitation on Arkansas' Interstates uses future federal and state funds through the sale of innovative GARVEE (Grant Anticipation Revenue Vehicles) bonds. The construction began under the IRP in the late spring of 2000 and will rebuild over 300 of Arkansas' 655-mile Interstate highway system. Through the financing of GARVEE bonds, the Arkansas Highway Commission will use future federal funds to retire $575 million worth of bonds to be issued over 3 years. Repayment will also come from required state matching funds and the proceeds from a phased-in four-cent-a-gallon increase of the state diesel fuel tax. This presents the Arkansas State Highway and Transportation Department with the opportunity to monitor the design and production of large quantities of Hot Mix Asphalt (HMA) and the immediate and long-term impact of Interstate traffic. All of the designs in the final pavement will be of the same gyration levels, but material sources, HMA producers, and pavement contractors will vary. The TRC project "Monitoring Hot Mix Asphalt on Interstate Bond Program" was implemented in 2001 with the following: 1. Monitor projects constructed under the IRP from the design of HMA used on projects through construction; 2. Utilize design mix values and Acceptance Sampling and Independent Assurance Sampling results to build a database; 3. Utilize this data to predict performance based on national Superpave research; 4. Monitor in-service performance; and 5. Indicators of "what not to do" may prove to give timely results that can be used on other IRP projects. The results of this study would provide an in-depth look at the mix design, production, lay down process and performance of HMA on the Interstate. With such a vast amount of data being collected in a short period of time, the overall quantity of data would allow the Department to quickly and more accurately evaluate each job. It was anticipated that this research would also be an aid in more efficiently collecting field data for processing and analysis. KW - Arkansas KW - Arkansas State Highway and Transportation Department KW - Data collection KW - Financing KW - Grant Anticipation Revenue Vehicles (GARVEEs) KW - Hot mix asphalt KW - Interstate highways KW - Mix design KW - Monitoring KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Superpave UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200207.pdf UR - https://trid.trb.org/view/1333240 ER - TY - RPRT AN - 01507025 AU - United States Federal Highway Administration TI - Cross-Base Highway Project, new roadway construction between I-5 at the Thorne Lane Interchange and WA-7 at 176th St. South : environmental impact statement PY - 2003/09//Volumes held: Draft, Dsup, F(3v), Western gray squirrel genetic study and oak habitat study B1 KW - Environmental impact statements UR - https://trid.trb.org/view/1291349 ER - TY - RPRT AN - 01477377 AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Western Arizona Region State - Tribal Transportation Forum, Proceedings Report PY - 2003/09 SP - 85p AB - The Federal Highway Administration (FHWA) and the Arizona Department of Transportation (ADOT), in conjunction with the ADOT Tribal Strategic Partnering Team (ATSPT), sponsored the Western Arizona Region State-Tribal Transportation Forum to provide tribal and non-tribal government officials with an understanding of current highway funding and transportation coordination processes in Arizona. The major goals of the Forum were to: 1. Improve tribal-state-federal relations. 2. Improve tribal-state-federal coordination. 3. Improve tribal participation in the statewide transportation planning and programming processes. KW - Arizona KW - Coordination KW - Federal government KW - Financing KW - Highways KW - Intergovernmental relations KW - State government KW - Strategic planning KW - Transportation planning KW - Tribal government UR - http://ntl.bts.gov/lib/46000/46700/46750/Tribal_20Western_20Final._web.pdf UR - https://trid.trb.org/view/1245604 ER - TY - JOUR AN - 01443428 JO - Public Roads PB - Federal Highway Administration AU - Morena, D A TI - Rumbling toward safety [use of rumble strips] PY - 2003/09 VL - 67 IS - 2 SP - 28-33 KW - Accident analysis KW - Accident countermeasure KW - Attention KW - Attention KW - Crash analysis KW - Fatigue (Physiological condition) KW - Highway safety KW - Human fatigue KW - Michigan, USA KW - Pavement marking KW - Ran off road crashes KW - Road markings KW - Road safety KW - Rumble strip KW - Rumble strips KW - Run off the road accident KW - Traffic safety KW - Vibration KW - Vibration UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/06.cfm UR - https://trid.trb.org/view/1211236 ER - TY - JOUR AN - 01443427 JO - Public Roads PB - Federal Highway Administration AU - Richter, C A AU - Vanikar, S TI - CPTP update [Concrete Pavement Technology Program at the FHWA] PY - 2003/09 VL - 67 IS - 2 SP - 6-13 KW - Concrete pavement KW - Concrete pavements KW - Construction site KW - Dowel KW - Dowels (Fasteners) KW - Field test KW - Field tests KW - Joint KW - Joints (Engineering) KW - Laboratory test KW - Laboratory tests KW - Mix design KW - Mix design KW - Pavement components KW - Pavement design KW - Pavement design KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Quality control KW - Quality control KW - Research KW - Research and development KW - Roughness KW - Roughness UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/02.cfm UR - https://trid.trb.org/view/1211235 ER - TY - RPRT AN - 01337289 AU - Gordon, Steve AU - Trombly, Jeffrey AU - Oak Ridge National Laboratory AU - Science Applications International Corporation AU - Federal Highway Administration TI - Tracking the Deployment of Rural Intelligent Transportation Systems in Iowa: FY2002 Results PY - 2003/09 SP - 58p AB - This report describes the results of a nationwide data gathering effort aimed at tracking deployment of Intelligent Transportation Systems (ITS) technology outside major metropolitan areas. Each state Department of Transportation was surveyed concerning deployments in five areas: Crash Prevention and Security, Surface Transportation Weather Systems, Operations and Maintenance, Traveler Information Systems, and Traffic Management. Deployment is tracked through the number of systems deployed by the state and the technologies associated with each deployment. The sharing of information from deployed systems among statewide agencies is also tracked. KW - Deployment KW - Intelligent transportation systems KW - Iowa KW - Rural areas KW - States KW - Technology KW - Tracking UR - https://trid.trb.org/view/1097804 ER - TY - RPRT AN - 01115250 AU - Michigan State University, East Lansing AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Field Test of Variable Speed Limits in Work Zones (in Michigan) PY - 2003/09//Final Report SP - 55p AB - Variable speed limits (VSLs) have had numerous applications over several decades with increasing interest in the last several years. The basic premise of VSLs is that in some situations the normally posted regulatory speed limit should vary dynamically with conditions encountered on the roadway (e.g., inclement weather, work zones, school zones) and/or congestion that may be present. This is in response to the often-stated argument that some invariant static limits are perceived to be “unreasonable” to the average motorist. In turn, speed limits that are perceived to be unreasonable can lead to low speed-limit compliance rates, high variance in vehicle speeds, and unsafe conditions. With VSL, the hypothesis is that motorists will respond “better” to realistic speed limits, resulting in higher compliance, lower speed variance, and safer conditions. From the motorist’s perspective, one of the stereotypical situations where unrealistic static limits are often encountered is in construction/work zones—an example being a very long marked work zone (with a low statutory limit) where no actual construction activity is encountered until miles after the start of the zone or such activity occurs only for short sections within the zone. In this context, the US Department of Transportation’s (USDOT) Federal Highway Administration (FHWA) solicited applications for field tests of VSL systems in work zones. Michigan was one of three states chosen to undertake the field tests. The project reported on here is the result of a joint public-private venture led by the Michigan Department of Transportation (MDOT) and includes the participation of the Michigan Department of State Police (MSP), Michigan State University (MSU), and NES Worksafe (Worksafe). International Road Dynamics (IRD) was also actively involved in technology development and deployment through Worksafe. KW - Highway traffic control KW - Speed limits KW - Tapers (Work zone traffic control) KW - Traffic control KW - Traffic safety KW - Traffic speed KW - Variable speed limits KW - Work zone traffic control UR - http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC1467_200924_7.pdf UR - https://trid.trb.org/view/875303 ER - TY - RPRT AN - 01100732 AU - Shing, P Benson AU - Borlin, Kerri Anne AU - Marzahn, Gero AU - University of Colorado, Boulder AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of a Bridge Deck with CFRP Prestressed Panels under Fatigue Load Cycles PY - 2003/09 SP - 134p AB - This report summarizes a study conducted under an IBRC (Innovative Bridge Research and Construction) project sponsored by the Federal Highway Administration. In this project, a bridge deck with CFRP (carbon fiber reinforced polymeric) prestressed panels and cast-in-place topping slab was designed and constructed by the Colorado Department of Transportation (CDOT) at the I-225 and Parker Road interchange southeast of Denver. To evaluate the performance of the CFRP prestressed deck, an experimental study was carried out on a model deck. The main objectives of the study were to evaluate the strength and long-term performance of CFRP prestressed panels in a bridge deck, compare the behavior of bridge decks designed with the empirical and conventional methods of AASHTO, and a new limit-state design approach developed in this project, study the applicability of the AASHTO empirical method to topping slabs in bridge decks that have precast panels as stay-in-place forms, and examine the influence of lap splices between precast panels on deck cracking. To meet the last objective, part of the panels had lap splices and the rest did not. The design of the lap splices followed the normal practice of CDOT. Results of this study indicate that CFRP bars are a viable alternative to steel tendons for precast panel construction. The portion of the bridge deck that had CFRP prestressed panels demonstrated the same performance as that with steel prestressed panels. The segments of the deck that had the topping slabs designed with the empirical method and the limit-state method exhibited the same performance as that designed with the conventional method, even though the latter required 70% more reinforcement in the topping slab. Furthermore, with the use of the empirical method, the segment of the deck that had precast panels performed better than the full-depth cast-in-place segment due to the enhanced strength and crack resistance introduced by the prestressed panels. KW - Bridge decks KW - Carbon fibers KW - Design methods KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Lap splices KW - Load tests KW - Prestressed concrete KW - Reinforcing bars KW - Scale models UR - http://www.dot.state.co.us/publications/PDFFiles/bridgedeckcrfppanels.pdf UR - https://trid.trb.org/view/860309 ER - TY - RPRT AN - 01074956 AU - Federal Highway Administration TI - Appalachian devlopment, highway system Corridor K (relocated U.S. 64), from West of the Ocoee River to State Route 68 near Ducktown, Polk County : environmental impact statement PY - 2003/09//Volumes held: Draft KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/834350 ER - TY - RPRT AN - 01062296 AU - Federal Highway Administration TI - I-5, Toutle Park Road to Maytown, Cowlitz County, Lewis County, Thurston County : environmental impact statement PY - 2003/09//Volumes held: Draft, F KW - Environmental impact statements UR - https://trid.trb.org/view/821793 ER - TY - RPRT AN - 01019160 AU - Carey, Jason AU - Jason Carey AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Measurement Tools for Assessing Motor Vehicle Division Port-of-Entry Performance PY - 2003/09//Final Report SP - 117p AB - The Arizona Port of Entry (POE) Program provides a valuable service to the residents of Arizona, but lacks a clear means of evaluating the efficiency and effectiveness of its enforcement program. This in turn makes it more difficult to communicate the achievements of the POE Program, and to identify potential improvements in service quality. This research addresses the development of measures of performance for evaluation of the Arizona POE Program. By developing specific measures tied to the goals and objectives of the program, Arizona POE managers will have a better set of tools for decision making, and increased accountability to Arizona taxpayers. Measures of performance should communicate the need for improvement in an organization, but should highlight accomplishments as well. Many of the performance measures discussed in the literature emphasized quantity of a particular unit of measurement (e.g., trucks weighed), but did not relate that quantity to the operational conditions under which it was achieved. In contrast, the measures recommended in this report provide a means of relating measurements to the intended outcome of each activity. Comparing revenues to truck travel, or overweight traffic to the percentage of traffic weighed, indicates the degree to which enforcement induces compliance with state regulations. Similarly, illustrating the benefits that accrue to highway users as a result of POE services provides a means of evaluating the overall value of POE services. Performance measures need to be redefined as the priorities of an organization change, and special care must be taken when comparisons are made between multiple agencies or time periods. The best assessment of the needs of the POE program will come from port managers, who are most familiar with the goals and operating conditions that affect the POEs. The measurements developed for this study were intended to provide additional tools from which POE performance could be managed, but the ultimate responsibility for selecting and implementing an appropriate measurement system remains with POE administrators. KW - Arizona KW - Commercial vehicle operations KW - Law enforcement KW - Performance measurement KW - Ports of entry KW - Quality of service KW - Size and weight regulations KW - State motor vehicle departments KW - Trucking UR - https://trid.trb.org/view/773163 ER - TY - RPRT AN - 01016458 AU - Paterson, Robert AU - Handy, Susan L AU - Kockelman, Kara AU - Bhat, Chandra AU - Song, Jumin AU - Rajamani, Jayanthi AU - Jung, Juchul AU - Banta, Kari AU - Desai, Urvi AU - Waleski, John AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Techniques for Mitigating Urban Sprawl PY - 2003/09//Research Report SP - 236p AB - Urban sprawl, driven by population and economic growth, is a pressing issue in the U.S., partly because of its contribution to growing levels of vehicle miles traveled (VMT). According to government figures, new development is gobbling up land at an alarming rate of 365 acres per hour (Natural Resources Defense Council 2002). Between 1960 and 1990, the amount of developed land in metro areas more than doubled, while the population grew by less than half (National Resource Defense Council 2001). In response, various efforts to mitigate urban sprawl have been and are being developed and implemented in different contexts and with different intents under the popular umbrella of “smart growth.” Transportation plays an important role in these efforts. Transportation investments and policies can be used to influence development patterns, and policies that promote more compact development can help to slow the growth in VMT. This report identifies transportation-related and growth-management strategies and policy actions used in smart growth efforts and catalogues them with respect to goals, characteristics, and suitability factors in the form of six matrices, designed as a guide for communities in Texas in the selection of sprawl mitigation techniques appropriate to their specific contexts. The matrices were developed based on an extensive review of the literature and a review by an expert panel of leading land use and transportation researchers. The report discusses the problem of urban sprawl and efforts to mitigate it, describes the development of the matrices, presents the matrices and supporting materials, presents two Texas applications of the matrices in case study form, and discusses future research needs. KW - Countermeasures KW - Growth management KW - Investments KW - Land use KW - Matrices (Mathematics) KW - Metropolitan areas KW - Real estate development KW - Smart growth KW - Strategic planning KW - Texas KW - Transportation policy KW - Urban sprawl KW - Vehicle miles of travel UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4420_2.pdf UR - https://trid.trb.org/view/772416 ER - TY - RPRT AN - 01000936 AU - Tsyganov, Alexei AU - Machemehl, Randy AU - Liapi, Katherine AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Identification of Traffic Control Problems on Urban Arterial Work Zones PY - 2003/09 SP - 162p AB - Continuous industrial development in Texas led to a significant population increase. This caused an overload of the existing highway network, especially in the major urban areas, and in turn called for necessary alterations and improvements to bring the urban transportation system up to date. Numerous improvement projects on urban arterial streets currently cause significant changes in traffic operation and safety. This study focuses on determining, characterizing, and effectively communicating best treatments for improvement of traffic safety on urban arterial streets during roadworks. An extended literature review regarding different impacts of work zone on traffic operation and safety suggested the most frequent types of accidents and the major contributing factors. Based on the field observations of work zones on urban arterial streets in Austin, San Antonio, and Houston metropolitan areas, and the questionnaire survey of Texas Department of Transportation personnel involved in traffic control design and inspection, existing traffic control problems were identified and classified. The researchers compared the obtained findings with current design standards and developed recommendations for improvements of urban arterial work zone traffic control plans. The developments include signing, marking, and other devices better suited to drivers' abilities and behavior. The first version of the typical traffic control plans and recommendations for improvements in the Manual on Uniform Traffic Control Devices regarding urban arterial work zones were developed. KW - Arterial highways KW - Austin (Texas) KW - Best practices KW - Field studies KW - Houston (Texas) KW - Improvements KW - Literature reviews KW - Manual on Uniform Traffic Control Devices KW - Problem identification KW - Questionnaires KW - Recommendations KW - San Antonio (Texas) KW - Surveys KW - Urban areas KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/756710 ER - TY - RPRT AN - 00989324 AU - Carlson, P J AU - Miles, J D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECTIVENESS OF RUMBLE STRIPS ON TEXAS HIGHWAYS: FIRST YEAR REPORT PY - 2003/09 SP - 68 p. AB - This report documents the first year activities of a 30-month project in which the evaluation of various rumble strip applications will be tested. The focus has been on in-lane and centerline rumble strips. The pertinent literature was reviewed. State agencies with significant experience with centerline and in-lane rumble strips were contacted, and their policies reviewed. The researchers then developed initial application guidelines for these types of rumble strips. The application guidelines were then modified based on the project advisory committee comments. The in-lane rumble strips are currently being evaluated at stop-controlled intersections and horizontal curve locations throughout the state. The researchers plan to be completed with this part of the research by the end of 2003. There are currently no centerline rumble strips installed on Texas Department of Transportation highways. However, there are currently two districts planning to install centerline rumble strips as part of this research project. Two highway sections in the Brownwood District should have centerline rumble strips by the end of 2003. There has also been promising discussion to identify sites and have centerline rumble strips installed in various locations in the Austin District. The second year activities of this project will focus on the completion of the in-lane rumble strip analysis. Guidelines for application of in-lane rumble strips will be developed based on the results. Also to be emphasized in the second year will be the installation and study of centerline rumble strips. It is expected that several sites will be installed within the second year, and surrogate safety measures will be studied in order to develop guidelines for the application of centerline rumble strips. Another focus of the second year of this project will be an ad-hoc safety study of profiled pavement markings. KW - Centerline rumble strips KW - Field studies KW - Guidelines KW - Highway curves KW - In-lane rumble strips KW - Intersections KW - Literature reviews KW - Rumble strips KW - Texas UR - https://trid.trb.org/view/755091 ER - TY - RPRT AN - 00987780 AU - Bellomo-McGee, Incorporated AU - Battelle Memorial Institute AU - Federal Highway Administration TI - INTERSECTION COLLISION AVOIDANCE STUDY PY - 2003/09 SP - v.p. AB - The primary objective of this project was to define and evaluate infrastructure-only Intersection Collision Avoidance System (ICAS) concepts aimed at reducing the number of intersection crashes. System engineering analyses were performed to define and evaluate the feasibility and effectiveness of alternative infrastructure-based advanced technology concepts. This included development of functional requirements, conceptual designs, and testing the feasibility of those designs at high crash intersections in three states. A literature review of human factors studies, crash studies, and countermeasures identified to reduce intersection crashes was conducted. The review resulted in a general description of crossing path crashes at intersections and the factors causing those crashes. The project identified certain parameters required for characterizing traffic flow based on current Intelligent Transportation Systems (ITS) applications/concepts for traffic management. Information on human factors issues important to the selection and design of infrastructure-based technology was identified. These included the driver age, vehicle gap acceptance, and response to emergency events. Bellomo-McGee, Incorporated worked closely with Virginia, California, and Minnesota (The Infrastructure Consortium) to select high-priority candidate intersections where the feasibility of different ICAS concepts could be evaluated. Crash reports for crashes at candidate intersections were analyzed to identify types of crossing path crashes that were occurring and potential causes of those crashes. It was determined that Left Turn Across Path of Opposite Direction (LTAP/OD); Straight Crossing Path (SCP); and Left Turn Across Path of Lateral Direction (LTAP/LD) crashes were the most frequent types of crash, regardless of whether or not the intersection was signalized. Operations concepts were developed based on crash scenarios and causal factor patterns obtained from crash reports for the candidate intersections. Six of the original candidate intersections were chosen for further study to determine the feasibility of implementing an ICAS at each location. Data were collected on-site for each intersection. Based on those data, conceptual designs for an ICAS were developed to address the crashes observed at each intersection. Based on this work it was determined that implementing an ICAS to address each of the three most prevalent types of intersection crashes was feasible. In addition, the benefit-cost analysis showed recouping of ICAS implementation costs to be quick. KW - Advanced traffic management systems KW - Benefit cost analysis KW - California KW - Countermeasures KW - Crash avoidance systems KW - Crash causes KW - Crash types KW - Data collection KW - Feasibility analysis KW - Field studies KW - Human factors in crashes KW - Intersections KW - Literature reviews KW - Minnesota KW - Systems engineering KW - Virginia UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14105.htm UR - https://trid.trb.org/view/753941 ER - TY - RPRT AN - 00987757 AU - Chaudhary, N A AU - Abbas, M M AU - Charara, H AU - Parker, R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PLATOON IDENTIFICATION AND ACCOMMODATION SYSTEM FOR ISOLATED TRAFFIC SIGNALS ON ARTERIALS PY - 2003/09 SP - 74 p. AB - In this project, researchers developed and field-tested an intelligent traffic control system for identifying and progressing platoons at isolated traffic signals on signalized arterials. The main focus of research are signals located downstream of other traffic signals. However, the system can also be installed at sites where an upstream signal does not exist but where platoons naturally form. This system uses advance detection to obtain real-time information about the presence and speeds of individual vehicles. Then, it uses an algorithm developed by researchers to identify if a platoon--of a user-specified size and density--is approaching the signal and estimated platoon arrival time at the stopbar. When the system identifies a platoon, it issues a low-priority preemption signal to progress the detected platoon. The duration of the initial preemption signal is based on estimated arrival and departure times for the smallest acceptable platoon. Then, the system switches to an extension mode and provides progression to any additional vehicles determined to be in the platoon. It accomplishes this by increasing preemption time until such time as no more vehicles are determined to be in the platoon or the max-timer expires. The system also ensures that the last progressed vehicle does not get trapped in its dilemma zone. This document describes research and development work conducted in this project. KW - Algorithms KW - Arterial highways KW - Detection and identification KW - Field tests KW - Intelligent control systems KW - Isolated intersections KW - Progressive traffic signal control KW - Real time information KW - Signalized intersections KW - Traffic platooning KW - Traffic signal preemption UR - http://tti.tamu.edu/documents/0-4304-2.pdf UR - https://trid.trb.org/view/753633 ER - TY - RPRT AN - 00988092 AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Idaho Transportation Department TI - GREATER YELLOWSTONE RURAL ITS PROJECT WORK ORDER II-2C DYNAMIC WARNING VMS EVALUATION OF IDAHO SITES PY - 2003/09 SP - 30 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 Idaho. The report summarizes the Idaho 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 Idaho 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, and analysis of the benefits. KW - Benefits KW - Challenges KW - Dynamic warning signs KW - Evaluation KW - Greater Yellowstone Rural ITS project KW - Idaho KW - Intelligent transportation systems KW - Rural areas KW - Traffic signs KW - Variable message signs UR - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=427972_WOII-2C_ID_DVMS.pdf UR - https://trid.trb.org/view/753735 ER - TY - RPRT AN - 00987706 AU - Jasek, D AU - Ojah, M AU - Hoover, B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - HEAVY TRUCK REGISTRATION IN TEXAS PY - 2003/09 SP - 120 p. AB - In the past decade the population of Texas, as well as traffic volumes within Texas, have steadily increased. Registration of both passenger cars and light trucks has also increased to reflect the growing population. However, during the same period, registration of heavy trucks and trailers has either remained the same of decreased slightly. One reason for this disparity may be "jurisdiction shopping" by owners of heavy trucks and trailers. "Jurisdiction shopping" is when a company attempts to benefit from easier registration policies and procedures or lower taxes and fees by headquartering businesses or registering vehicles in other states or jurisdictions. As a result of jurisdiction shopping, Texas does not receive its fair share of registration dollars. The purpose of this project is to focus on jurisdictional policies, procedures, licensing requirements, and fees/taxes of Texas and other jurisdictions. A comparison of this information identified reasons for the disparity in Texas registrations and those of other jurisdictions and provided recommended solutions. KW - Heavy duty trucks KW - Jurisdictions KW - Policy KW - Procedures KW - Recommendations KW - Registration KW - Registration fees KW - Texas KW - Trailers UR - https://trid.trb.org/view/753611 ER - TY - RPRT AN - 00986022 AU - Tian, Zhiyong AU - Balke, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A MODEL FOR EVALUATING INTEGRATION STRATEGIES FOR OPERATING DIAMOND INTERCHANGE AND RAMP METERING PY - 2003/09 SP - 80 p. AB - Diamond interchanges and their associated ramps are where the surface street arterial system and the freeway system interface. Historically, these two elements of the system have been operated with little or no coordination between the two. One danger of operating these two systems in isolation is that traffic from the ramp, particularly if it is metered, can spill back into the diamond interchange, causing it to become congested. The aim of this research was to develop integrated operational strategies for managing the diamond interchange and ramp metering operations for the purpose of improving system performances. Modeling methodologies were developed for analyzing an integrated diamond interchange--ramp metering system (IDIRMS). A computer model named DRIVE was developed, which is classified as a mesoscopic simulation model. The model was validated against the VISSIM microscopic simulation model, and researchers found general agreement between the two models. Operational characteristics were also investigated using DRIVE to gain better understanding of the system features. Integrated operational strategies were developed and evaluated under various traffic flow conditions. The analysis results indicate that with integrated operations through an adaptive signal control system, the onset of freeway congestion and breakdown is effectively postponed. KW - Adaptive control KW - Computer models KW - Coordination KW - Diamond interchanges KW - DRIVE (Computer program) KW - Integrated systems KW - Ramp metering KW - Traffic congestion KW - Traffic control KW - Traffic signal control systems KW - Traffic simulation UR - https://trid.trb.org/view/748017 ER - TY - RPRT AN - 00982124 AU - Jeng, O-J AU - Fallat, G AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - PEDESTRIAN SAFETY AND MOBILITY AIDS FOR CROSSINGS AT BUS STOPS PY - 2003/09 SP - 54 p. AB - New Jersey state law prohibits pedestrians from crossing between intersections (mid block) where a mid block crossing does not exist. However, enforcement of these regulations is not practical. Furthermore, difficulty in making this crossing maneuver discourages use of transit. The New Jersey Department of Transportation (NJDOT) and New Jersey Transit Corporation (NJ TRANSIT) recognize that solutions to alleviate this situation are few and that alternatives such as pedestrian overpasses are not feasible due to the relatively large expense. Therefore, NJDOT and NJ TRANSIT have initiated a project to investigate solutions that would benefit pedestrians and encourage mass transit ridership. Several measures are available for signalized intersections. However, unsignalized intersections and mid block crossings pose significantly more challenges in terms of safely accommodating pedestrian safety and mobility. The time critical need to access a bus stop location poses an additional challenge. In order to properly develop criteria for identifying specific location deficiencies, the New Jersey Institute of Technology Project Team proposes a human centered approach for evaluating an array of creative solutions to address pedestrian crossing and access to bus stops along state highways. As the NJDOT maintains the state highway system, it is imperative that the potential solutions are acceptable to the NJDOT. Otherwise, it is likely that the solutions developed as part of the study, however seemingly functional, would not be implemented. KW - Access KW - Bus stops KW - Crosswalks KW - Human factors KW - Midblock crossings KW - Mobility KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Ridership KW - State highways KW - Unsignalized intersections UR - http://ntl.bts.gov/lib/24000/24700/24788/PedestrianSafety.pdf UR - https://trid.trb.org/view/743258 ER - TY - RPRT AN - 00965892 AU - Outcalt, W AU - Colorado Department of Transportation AU - Federal Highway Administration TI - MAILBOXES AND MOUNTING SYSTEMS PY - 2003/09 SP - 13 p. AB - During the winter months mailboxes along rural highways are often damaged by the plow blast as snowplows remove heavy, wet, packed snow and ice from the highway. Because the damage is done by Colorado Department of Transportation (CDOT) maintenance operations, CDOT is responsible for repairing or replacing the damaged boxes. Mailboxes and mounting systems that are resistant to damage caused by plow blasts are available. This report evaluates the durability of mailboxes and energy absorbing mounting systems. Several mailboxes and mounting systems were installed along US-34 west of Wiggins during the fall of 2002. The condition of the boxes and mounting systems was evaluated following the winter snow season to determine which ones withstood the pounding from the plow blasts with the least damage. Plastic mailboxes and one of the metal self centering mounting systems performed well and are recommended for use in rural areas where snowplowing operations are known to cause damage to mailboxes. KW - Colorado KW - Durability KW - Energy absorbing materials KW - Evaluation KW - Loss and damage KW - Mailboxes KW - Metals KW - Mounting systems KW - Plastics KW - Rural areas KW - Rural highways KW - Snow and ice control KW - Snow removal KW - Snowplows KW - Winter KW - Winter maintenance UR - http://www.dot.state.co.us/publications/PDFFiles/mailbox.pdf UR - https://trid.trb.org/view/678114 ER - TY - RPRT AN - 00978447 AU - Finley, M D AU - Holick, A J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - VISIBILITY PERFORMANCE REQUIREMENTS AND TESTING PROCEDURES FOR PEDESTRIAN SIGNAL HEADS PY - 2003/09 SP - 64 p. AB - Historically, pedestrian signal heads have been internally illuminated using incandescent lamps. However, with the current widespread use of light emitting diodes (LEDs) in pedestrian signal heads, concerns regarding the visibility of LED devices have emerged. Research was needed to develop measurable visibility performance requirements for pedestrian signal heads, as well as test methods to verify compliance with these requirements. Researchers solicited expert opinions concerning the minimum luminance necessary for the daytime recognition of the walking person and upraised hand indications. The findings indicated that the minimum luminance values proposed by the Institute of Transportation Engineers (ITE) (5300 cd/sq m and 3750 cd/sq m) should provide an adequate level of brightness for daytime recognition of the walking person and upraised hand indications, respectively. Through a nighttime discomfort glare study, researchers determined the median glare threshold for the walking person and upraised hand indications to be approximately 3100 cd/sq m and 2600 cd/sq m, respectively. Since these values are less than the minimum luminance levels proposed by ITE, researchers recommended that pedestrian signals be dimmed at night. In addition, the discomfort glare study findings indicated that the ITE minimum dimmed luminance requirement (i.e., 30% of the minimum luminance values) will provide an adequate level of brightness for nighttime recognition of the walking person and upraised hand indications. Researchers also evaluated two test methods by which to measure the luminance of pedestrian signal indications. The ITE proposed test method measures the luminance of a pedestrian signal indication at nine separate points on the indication's surface, while the full indication method measures the luminance of an entire indication in one measurement. Researchers recommended the use of the full indication test method to verify compliance with the recommended visibility performance requirements. KW - Compliance KW - Daylight KW - Glare KW - Light emitting diodes KW - Luminance KW - Night KW - Pedestrian signal heads KW - Specifications KW - Test procedures KW - Visibility UR - https://trid.trb.org/view/740293 ER - TY - RPRT AN - 00975955 AU - Schutt, J AU - Storey, B AU - Rabinowitz, R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECOMMENDATIONS, PROCEDURES, AND GUIDELINES FOR THE PROTECTION OF TREES AND SENSITIVE LANDFORMS PY - 2003/09 SP - 102 p. AB - Roadways are frequently widened to accommodate increased traffic loads in urban areas. In some cases, the widening will threaten existing trees that may have been planted as part of previous landscape projects or trees associated with historical sites. Roadway widening in rural areas (and sometimes urban) may threaten landscape features (landforms) that may be considered sensitive in nature due to one or more environmental or aesthetic characteristics. This report identified the issues that affect tree and landform preservation and protection, and recommends standards and a new specification procedure as part of a tree protection program for the Texas Department of Transportation. The report includes a set of guidelines that explain the standards. KW - Aesthetics KW - Environmental protection KW - Guidelines KW - Habitat (Ecology) KW - Landform preservation KW - Landscape architecture KW - Pavement widening KW - Roadside KW - Rural areas KW - Standards KW - Tree protection program KW - Trees KW - Urban areas UR - https://trid.trb.org/view/702733 ER - TY - RPRT AN - 00974984 AU - Rose, E R AU - Ullman, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DYNAMIC SPEED DISPLAY SIGNS (DSDS) PY - 2003/09 SP - 105 p. AB - Dynamic speed display signs (DSDS), devices that detect and display a vehicle's current speed back to the driver, have been shown to have a significant speed-reducing effect in temporary applications such as work zones or neighborhood speed watch programs. In this report, researchers examined the effectiveness of DSDS installed permanently in several locations that were experiencing speed-related problems. Seven sites were evaluated, including a school speed zone, two transition speed zones in advance of a school speed zone, two sharp horizontal curves, and two approaches to signalized intersections on high-speed roadways. Data were collected before the DSDS were installed, about one week after installation to determine initial effects of the signs upon vehicle speeds, and again about four months after installation to determine how well the initial speed reductions were maintained. Researchers analyzed average speeds, 85th percentile speeds, percent of the sample exceeding the speed limit and standard deviations of the samples. Also, least square regression analyses between the speed of a vehicle upstream of the DSDS and that vehicle's speed measured again at the DSDS were performed to determine whether the sign affected higher speed vehicles more than lower speed vehicles. Overall, average speeds were reduced by 9 mph at the school speed zone. Elsewhere, the effect of the DSDS was less dramatic, with average speeds reduced by 5 mph or less, depending on the location tested. As expected, the influence of a DSDS was found to differ depending on how fast a motorist approached the DSDS. Those motorists traveling faster than the posted speed did appear to reduce their speed more significantly in response to the DSDS than did motorists traveling at or below the posted speed limit. The results of this project suggest that DSDS can be effective at reducing speeds in permanent applications if appropriate site conditions apply. KW - 85th percentile speed KW - Average travel speed KW - Before and after studies KW - Highway curves KW - Horizontal curvature KW - Intersection approaches KW - Least squares method KW - Regression analysis KW - Schools KW - Speed control KW - Speed display signs KW - Speeding KW - Traffic control devices UR - https://trid.trb.org/view/698314 ER - TY - RPRT AN - 00974813 AU - Williams, G D AU - Thom, R M AU - Shreffler, D K AU - Southard, J A AU - O'Rourke, L K AU - Sargeant, S L AU - Cullinan, V I AU - Moursund, R AU - Stamey, M AU - Battelle Marine Sciences Laboratory AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ASSESSING OVERWATER STRUCTURE-RELATED PREDATION RISK ON JUVENILE SALMON: FIELD OBSERVATIONS AND RECOMMENDED PROTOCOLS PY - 2003/09 SP - 72 p. AB - The purpose of this study was to evaluate whether conditions associated with overwater structures enhance predation pressure on juvenile salmon in Puget Sound. Washington State Ferry (WSF) terminals served as model overwater structures for exploring these issues. This document reports bird and mammal survey results from six north-central Puget Sound WSF terminals and paired reference sites over both "pre-" and >"peak" periods of outmigrating salmon fry abundance from April 1 to May 10, 2002. The authors conclude that potential salmon predators were slightly more abundant at WSF terminals as compared with unmodified shorelines, although large aggregations were not observed on any occasion. The spatial distribution patterns of both bird and fish predators rarely overlapped with juvenile salmon oriented in surface waters close to shore. The authors were unable to verify whether potential predators were more abundant during peak salmon outmigration, because salmon were available in these habitats throughout the duration of the study. The authors found no evidence that avian, marine mammal, or fish predators consumed more juvenile salmon near WSF terminals than along shorelines without overwater structures. Few species appeared to be targeting abundant fry in nearshore habitats, and the authors observed only two occasions in which predators (one tern sp., one staghorn sculpin) had consumed juvenile salmon. Several hypotheses are offered as to why the authors did not observe elevated rates of predation on juvenile salmon in the face of their greater relative availability to predators in nearshore habitats. KW - Environmental impacts KW - Ferries KW - Habitat (Ecology) KW - Marine terminals KW - Puget Sound Region KW - Salmon KW - Salmon predators UR - http://www.wsdot.wa.gov/research/reports/fullreports/573.1.pdf UR - https://trid.trb.org/view/698226 ER - TY - RPRT AN - 00974250 AU - Holick, A J AU - Carlson, P J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - NIGHTTIME GUIDE SIGN LEGIBILITY FOR MICROPRISMATIC CLEARVIEW LEGEND ON HIGH INTENSITY BACKGROUND PY - 2003/09 SP - 116 p. AB - This project was conducted to provide results that the Texas Department of Transportation (TxDOT) could use to help make decisions about their guide sign policies. The specific issues that were addressed include the type of font and retroreflective sheeting that should be specified on guide signs ranging from large shoulder-mounted freeway guide signs, to medium-sized guide signs such as destination and distance signs, and even including small guide signs such as county road name signs. The researchers performed a nighttime legibility study using a total of 30 subjects divided into three age groups. A new highway font called Clearview was compared against the standard highway font currently in use. The full-scale tests were constructed with various combinations of retroreflective sheeting, including TxDOT's current practice. The findings for the large guide signs showed that the Clearview font provides longer legibility distances than the Series E (Modified) font. The findings for the destination and distance signs show that the 6-in. all uppercase Clearview font produced the same legibility distances as the 6-in. Series D font, which is also an all uppercase font. However, an 8-in. Clearview font with initial capital letters was also tested and it provided significantly longer legibility distances than either of the 6-in. all uppercase fonts. For all types of guide signs studied herein, the findings consistently show that guide signs fabricated with microprismatic retroreflective legends on high-intensity backgrounds provide the longest legibility distances. KW - Font KW - Guide signs KW - Legibility KW - Lettering KW - Night KW - Retroreflectivity KW - Sign sheeting UR - https://trid.trb.org/view/698018 ER - TY - RPRT AN - 00974229 AU - Fitzpatrick, K AU - Brewer, M A AU - Parham, A H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - LEFT-TURN AND IN-LANE RUMBLE STRIP TREATMENTS FOR RURAL INTERSECTIONS PY - 2003/09 SP - 168 p. AB - Studies were conducted on left-turn behavior, left-turn lane guidelines, and in-lane rumble strips. Behavior on the major road at a T-intersection is influenced by the width and type of the shoulder. When a wide level shoulder was provided, a large percentage of the drivers, up to 95%, drove on the shoulder at speeds near the operating speed of the roadway. At the site where the shoulder was retrofitted using available materials and widened from 3 ft (0.9 m) to 10 ft (3.1 m) just prior to the intersection, only 19% to 29% of the drivers used the shoulder. The Harmelink model is a widely accepted approach for determining whether to consider a left-turn lane and is the basis for the criteria included in the American Association of State Highway and Transportation Officials (AASHTO) Green Book and the Texas Department of Transportation (TxDOT) Roadway Design Manual. Findings from current research suggest that Harmelink guidelines should be modified and these findings were used to revise the criteria. In order to gauge the effectiveness of in-lane rumble strips on driver speeds, rumble strips were installed on 14 approaches to rural intersections. An analysis of the speed data revealed a small and statistically significant decrease, generally 1 to 2 mph (1.6 to 3.2 km/h) in mean and 85th percentile speeds on the approaches. An additional objective for this project was to develop informational materials on rural intersection safety. The developed materials were incorporated as Chapter 6 in the TxDOT report "Treatments for Crashes on Rural Two-Lane Highways in Texas," FHWA/TX-02/4048-2, April 2002. KW - 85th percentile speed KW - Intersections KW - Left turn lanes KW - Left turns KW - Mean travel speed KW - Road shoulders KW - Rumble strips KW - Rural highways UR - http://tti.tamu.edu/documents/0-4278-2.pdf UR - https://trid.trb.org/view/697998 ER - TY - RPRT AN - 00974179 AU - Heydinger, A AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - MONITORING SEASONAL INSTRUMENTATION AND MODELING CLIMATIC EFFECTS ON PAVEMENT AT THE OHIO/SHRP TEST ROAD PY - 2003/09 SP - 155 p. AB - The Long-Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) testing program was designed to evaluate climatic effects on pavements and to incorporate these effects into mechanistic pavement design. For this, SMP instrumentation was monitored for seasonal variations of moisture, temperature and frost penetration at pavement sections at the OHIO/SHRP Test Road. Data from the monitoring were prepared for uploading to the Federal Highway Administration Information Management System (IMS). The data were analyzed to determine seasonal variations of the various climatic factors. Laboratory unsaturated permeability testing was conducted on soil from the site. The Enhanced Integrated Climatic Model (EICM) was used to develop models of two pavement sections at the site and to evaluate the ability of the program to model climatic factors. The data indicate that seasonal variations in moisture content occur at this site with a fine-grained subgrade soil with no base drainage and a high water table. The seasonal variations of soil moisture and depth to the water table are similar. Sinusoidal equations were derived to predict seasonal variations in air temperature, subgrade soil temperature and soil moisture as a function of day of the year. A sinusoidal equation was derived for the seasonal variation of resilient modulus. Weighting factors were used for determining design values for resilient modulus for use with pavement design. Mathematical models were developed for predicting seasonal variations at pavement sections at the Ohio/SHRP Test Road using the EICM. Predictions from calibrated models were compared to observed values. It was shown that the program can be used to predict seasonal variations of temperature and frost penetration but does not predict the much seasonal variation in subgrade soil volumetric water content. KW - Climate KW - Fine grained soils KW - Frost KW - Frost penetration KW - Instrumentation KW - Long-Term Pavement Performance Program KW - Mathematical models KW - Mathematical prediction KW - Modulus of resilience KW - Moisture content KW - Monitoring KW - Pavement design KW - Seasonal variations KW - Temperature KW - Test sections KW - Water table KW - Weather conditions UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A54456477 UR - https://trid.trb.org/view/697950 ER - TY - RPRT AN - 00974154 AU - Federal Highway Administration TI - CONFIGURATION MANAGEMENT FOR TRANSPORTATION MANAGEMENT SYSTEMS: A PRIMER PY - 2003/09 SP - 28 p. AB - The purpose of this primer is to identify for a non-technical audience the key aspects of Configuration Management (CM), identify issues for agencies to consider, identify the benefits or value of CM, profile successful practices, describe why and identify opportunities how agencies may benefit from CM and why they should consider using various CM procedures, techniques, tools, or requirements in their policies, programs, and day-to-day activities. KW - Configuration management KW - Guidelines KW - Intelligent transportation systems KW - Traffic control KW - Transportation management systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13886.html UR - https://trid.trb.org/view/697928 ER - TY - RPRT AN - 00972262 AU - Bullard, D L AU - Buth, C E AU - Williams, W F AU - Menges, W L AU - Haug, R R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CRASH TESTING AND EVALUATION OF THE MODIFIED T77 BRIDGE RAIL PY - 2003/09 SP - 88 p. AB - Under a previous study, Texas Transportation Institute (TTI) and the Texas Department of Transportation (TxDOT) worked cooperatively to conceptualize and develop two aesthetically pleasing and crashworthy rail designs. The rails were designated the T77 and F411. Researchers performed and evaluated full-scale crash tests on the new rails in accordance with National Cooperative Highway Research Program (NCHRP) Report 350 test 3-11. The TxDOT F411 bridge rail performed acceptably according to the evaluation criteria of NCHRP Report 350. However, the T77 design failed to perform acceptably with the pickup truck. The objective of this project was to modify the TxDOT T77 bridge rail to perform as an aesthetically pleasing and crashworthy bridge rail. TTI and TxDOT worked cooperatively to modify the design to make the rail perform satisfactorily. Researchers performed full-scale crash tests in accordance with NCHRP Report 350. The T77 bridge rail was modified so it would perform in accordance with the evaluation criteria for NCHRP Report 350 test 3-11. KW - Aesthetics KW - Bridge railings KW - Crashworthiness KW - Impact tests KW - NCHRP Report 350 KW - Performance UR - https://trid.trb.org/view/697096 ER - TY - RPRT AN - 00972251 AU - Stockton, W R AU - Walton, C M AU - Goodin, G D AU - Turner, S M AU - Martello, M T AU - Collier, T S AU - Wiles, P B AU - Wang, Z AU - Gupta, A AU - Hernandez, Z AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ESTIMATING ITS BENEFITS: GUIDELINES FOR EVALUATING ITS PROJECTS PY - 2003/09 SP - 202 p. AB - This report summarizes the results of a multi-year research project that looked into the benefits of deploying intelligent transportation systems (ITS) projects. In this report the researchers: summarize current estimates of the benefits of ITS deployments, and present detailed guidelines for evaluating existing ITS projects and for estimating potential benefits of prospective projects. In addition to describing what ITS is, the report addresses the range of benefits that can be expected from ITS deployments, identifies key sources for updated benefits information in a highly dynamic field, and develops a sound and consistent approach to setting goals and objectives and to measuring the benefits of ITS deployments. Using the detailed evaluation guidelines, the report identifies data collection and evaluation methodologies for 28 of the most commonly deployed market packages. Detailed evaluation "trees" are presented in an appendix. These trees lead the user through a comprehensive assessment of the goals, objectives, measures of effectiveness, and data requirements for each of the 28 market packages. Additional appendices present detailed recommendations for analytical approaches to specific analyses associated with various measures of effectiveness. KW - Benefits KW - Estimating KW - Evaluation and assessment KW - Guidelines KW - Intelligent transportation systems UR - https://trid.trb.org/view/697085 ER - TY - RPRT AN - 00971204 AU - Federal Highway Administration TI - PAVEMENT PRESERVATION COMPENDIUM PY - 2003/09 SP - 52 p. AB - Highway agencies throughout the country are increasingly realizing the benefits of a sound pavement preservation program. As these agencies establish pavement preservation programs, they face the challenge of determining the best pavement treatments to apply to roads. Assisting agencies in applying the right treatment to the right road at the right time will mean taking research into innovative and effective system preservation technologies to a higher level, as research to date has lagged behind the demand for knowledge. To meet this challenge and increase the knowledge available to state and local agencies, the Federal Highway Administration is working to build partnerships among states, industry, academia and the Transportation Research Board. FHWA is also exploring options for launching a 5-year coordinated pavement preservation research program. The articles and other reference material in this compendium describe the many facets of pavement preservation activities underway in the United States today. These articles provide an introduction to what states and local governments are already accomplishing, and a roadmap to advancing pavement preservation research, skills and knowledge. KW - Best practices KW - Case studies KW - Local government agencies KW - Partnerships KW - Pavement management systems KW - Preservation KW - Research KW - State highway departments UR - http://www.fhwa.dot.gov/pavement/preservation/ppc03.pdf UR - https://trid.trb.org/view/696760 ER - TY - RPRT AN - 00970556 AU - Bonneson, J AU - Zimmerman, K AU - Quiroga, C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - REVIEW AND EVALUATION OF ENFORCEMENT ISSUES AND SAFETY STATISTICS RELATED TO RED-LIGHT-RUNNING PY - 2003/09 SP - 116 p. AB - The problem of red-light-running is widespread and growing; its cost to society is significant. A wide range of potential countermeasures to the red-light-running problem exists. Unfortunately, guidelines are not available for identifying "problem" intersections and whether engineering or enforcement countermeasures are appropriate at a particular intersection. Moreover, there has been concern voiced over the validity of various methods used to identify problem locations, especially when automated enforcement is being considered. There has also been concern expressed that engineering countermeasures are sometimes not fully considered prior to the implementation of enforcement. The objectives of this research project are to: (1) quantify the safety impact of red-light-running at intersections in Texas, and (2) provide guidelines for identifying truly problem intersections and whether enforcement or engineering countermeasures are appropriate. This report documents the findings from the first year of a two-year project. During the first year, data were collected to quantify the character and extent of red-light violations and related crashes in Texas. Data were also collected to quantify the effectiveness of intersection traffic control enforcement. The findings from a review of the literature on red-light-running and an analysis of red-light-running crash data are included in this report. A procedure for identifying and quantifying red-light-running-related crashes is described. KW - Countermeasures KW - Crash data KW - Data collection KW - Guidelines KW - Highway safety KW - Literature reviews KW - Problem identification KW - Red light running KW - Signalized intersections KW - Texas KW - Traffic law enforcement UR - https://trid.trb.org/view/696526 ER - TY - RPRT AN - 00970391 AU - Latoski, S P AU - Dunn, W M AU - Wagenblast, B AU - Randall, J AU - Walker, M D AU - Dunn Engineering Associates AU - Federal Highway Administration TI - MANAGING TRAVEL FOR PLANNED SPECIAL EVENTS PY - 2003/09 SP - 448 p. AB - This handbook presents and recommends policies, regulations, planning and operations processes, impact mitigation strategies, equipment and personnel resources, and technology applications used in the advance planning, management, and monitoring of travel for planned special events. This handbook was written to assist responsible agencies in managing the ever-increasing number of planned special events impacting transportation system operations in rural, urban, and metropolitan areas. It communicates to a wide audience, assisting readers that possess the following backgrounds: (1) novice planned special event practitioner, (2) experienced planned special event practitioner, (3) local, single-jurisdiction event planning and management, (4) regional, multi-jurisdiction event planning and management. KW - Equipment KW - Handbooks KW - Metropolitan areas KW - Pedestrian traffic KW - Personnel KW - Planning methods KW - Public transit KW - Regulations KW - Rural areas KW - Special events KW - Technology KW - Traffic control KW - Traffic mitigation KW - Transportation policy KW - Travel demand management KW - Urban areas UR - http://www.ops.fhwa.dot.gov/program_areas/sp-events-mgmt/handbook/handbook.pdf UR - https://trid.trb.org/view/696432 ER - TY - RPRT AN - 00969933 AU - Pisano, P AU - Nelson, R AU - Balckburn, R AU - Brandau, S AU - Clonch, D AU - Doherty, J AU - Jones, D AU - Kain, C AU - Lariviere, P AU - Mandt, G AU - McCarthy, J AU - Nixon, W AU - Roosevelt, D AU - American Trade Initiatives AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS AND WINTER OPERATIONS IN JAPAN PY - 2003/09 SP - 58 p. AB - U.S. transportation agencies seek to improve the efficiency and effectiveness of winter maintenance operations by developing advanced systems and equipment. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Japan to investigate advanced technologies for winter maintenance operations and implementation of those advances in Japan's intelligent transportation system (ITS) architecture. The U.S. delegation visited Hokkaido, Japan, to review advances in winter operations procedures, winter maintenance equipment development, and road weather data collection. The team also observed that significant advances are being made in Japan on improving communication systems and protocols used between road weather information system sensors and operations centers. The scanning team's recommendations for U.S. application include testing several advanced winter maintenance vehicle systems, investigating integration of weather-related information into ITS corridors, developing performance-based standards for winter maintenance, and establishing a data-sharing project involving the National Weather Service and transportation agencies. KW - Communication systems KW - Data sharing KW - Decision support systems KW - Hokkaido (Japan) KW - Intelligent transportation systems KW - Japan KW - Maintenance equipment KW - Maintenance practices KW - Road weather information systems KW - Study tours KW - Technological innovations KW - Winter maintenance UR - http://international.fhwa.dot.gov/Pdfs/converted_to_html/scanreports/intelligent/chapter1.cfm UR - https://trid.trb.org/view/681106 ER - TY - RPRT AN - 00969942 AU - Ullman, B R AU - Finley, M D AU - Trout, N D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - IDENTIFICATION OF HAZARDS ASSOCIATED WITH MOBILE AND SHORT DURATION WORK ZONES PY - 2003/09 SP - 114 p. AB - This report documents the research activities completed during the first year of a two-year research project concerning the safety of mobile and short duration work zone operations. The objective of the first year of the research project was to identify the potential hazards associated with mobile and short duration maintenance operations, as well as the probable underlying causational factors. In order to determine the current practices employed by other states during mobile and short duration maintenance operations, researchers conducted a survey of state transportation agencies. Focus groups of Texas Department of Transportation employees were held to identify the hazards encountered during mobile and short duration maintenance operations, as well as to stimulate new ideas and creative concepts that could improve worker and motorist safety. Field observations of 11 mobile and 18 short duration maintenance operations were conducted to document the work zone setups used, as well as the motorist behavior surrounding these types of work activities. The primary categories of hazards identified in this research were motorist behavior, motorist comprehension, worker exposure, and vehicle conflicts. In addition, researchers found that the definitions of mobile and short duration maintenance operations, as well as the classification of specific operations, were not consistent. KW - Behavior KW - Comprehension KW - Drivers KW - Field studies KW - Focus groups KW - Hazards KW - Mobile operations KW - Short duration operations KW - State departments of transportation KW - Surveys KW - Texas Department of Transportation KW - Traffic conflicts KW - Work zone safety KW - Work zones KW - Worker exposure UR - https://trid.trb.org/view/681132 ER - TY - RPRT AN - 00969941 AU - Kuhn, B AU - Goodin, G D AU - Chrysler, S AU - Collier, T AU - Cothron, S AU - Eisele, W AU - Fenno, D AU - Fitzpatrick, K AU - Ullman, G AU - Venglar, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - YEAR 3 ANNUAL REPORT OF PROGRESS: OPERATING FREEWAYS WITH MANAGED LANES PY - 2003/09 SP - 60 p. AB - Texas cities are currently considering the managed lane concept for major freeway projects. As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation. Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed. The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects. The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations. There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day. The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the Texas Department of Transportation make informed planning, design, and operational decisions when considering these facilities for its jurisdiction. This document summarizes the activities of the first three years of this multiyear project, highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the coming year. KW - Decision making KW - Freeway improvement projects KW - Freeway operations KW - Managed lanes KW - Manuals KW - Retrofitting KW - Texas UR - https://trid.trb.org/view/681129 ER - TY - RPRT AN - 00969932 AU - Dumas, C AU - Mansukhani, S AU - Porbaha, A AU - Short, R D AU - Cannon, R R AU - McLain, K W AU - Putcha, S AU - Macnab, A AU - Lwin, M M AU - Pelnik, T W AU - Brown, D A AU - Christopher, B R AU - American Trade Initiatives AU - Federal Highway Administration TI - INNOVATIVE TECHNOLOGY FOR ACCELERATED CONSTRUCTION OF BRIDGE AND EMBANKMENT FOUNDATIONS IN EUROPE PY - 2003/09 SP - 88 p. AB - In June 2002, the Federal Highway Administration, in a joint effort with the American Association of State Highway and Transportation Officials and the National Cooperative Highway Research Program, organized a geotechnical engineering scan tour of Sweden, Finland, the United Kingdom, Germany, Italy, and Belgium. Its purpose was to identify and evaluate innovative European technology for accelerated construction and rehabilitation of bridge and embankment foundations. The scan team also explored opportunities for cooperative research and development and implementation of accelerated construction technology. The team identified 30 technologies and up to 15 processes that offer a potential for accelerating construction and rehabilitation of bridge and embankment foundations. Many of the technologies also offer a potential for cost savings and, in a majority of the cases, an improvement in the quality over current practice. This report includes complete tables with a relative ranking of all the technologies in terms of anticipated improvements in construction time, cost, and quality. KW - Belgium KW - Bridge foundations KW - Construction KW - Cost effectiveness KW - Embankment foundations KW - Finland KW - Geotechnical engineering KW - Germany KW - Italy KW - Quality control KW - Rehabilitation (Maintenance) KW - Study tours KW - Sweden KW - Technological innovations KW - Time savings KW - United Kingdom UR - https://trid.trb.org/view/681103 ER - TY - RPRT AN - 00969911 AU - Smith, B AU - University of Virginia, Charlottesville AU - Federal Highway Administration TI - CONFIGURATION MANAGEMENT FOR TRANSPORTATION MANAGEMENT SYSTEMS PY - 2003/09 SP - 210 p. AB - This handbook is intended to provide guidance for transportation professionals who are either (a) seeking to improve change management in a traffic management system or regionally integrated intelligent transportation system by introducing formal Configuration Management (CM) or (b) using CM currently and require a technical reference to support their activities. KW - Configuration management KW - Handbooks KW - Intelligent transportation systems KW - Traffic control KW - Transportation management systems UR - http://tmcpfs.ops.fhwa.dot.gov/cfprojects/uploaded_files/CM%20for%20TMS%20Handbook%20v3.pdf UR - https://trid.trb.org/view/681042 ER - TY - RPRT AN - 00969919 AU - Turnbull, K F AU - Texas Transportation Institute AU - Federal Highway Administration TI - HOUSTON MANAGED LANES CASE STUDY: THE EVOLUTION OF THE HOUSTON HOV SYSTEM PY - 2003/09 SP - 48 p. AB - A nine-mile contraflow High Occupancy Vehicle (HOV) lane on the I-45 North Freeway in Houston, Texas was implemented as a demonstration project in 1979. This demonstration borrowed an off-peak direction traffic lane for use by buses and vanpools in the peak direction. Although in use only during the morning and the afternoon peak periods, the contraflow lane carried some 15,000 persons in buses and vanpools on a daily basis. The success of this facility resulted in the development and operation of the extensive system of HOV lanes, park-and-ride lots, improved transit services, and other elements. The operation of the Houston HOV system has evolved over the years to include a value pricing demonstration program in two corridors. Further, managed lanes are being developed as part of a major improvement program in one freeway corridor. This report highlights the development, operation, and use of the HOV system in Houston and the evolution toward managed lanes. The institutional arrangements supporting the development and the ongoing operation of the system are presented. As of 2003, some 100 miles of HOV lanes are in operation in six freeway corridors. The lanes are supported by 28 park-and-ride and four park-and-pool lots, transit centers, and express bus services. In 2003, the lanes carried some 121,079 passengers in buses, vanpools, and carpools on a daily basis. This report also summarizes the issues that may be associated with the development and operation of managed lanes. The Houston case study and the summary of issues should be of benefit to transportation professionals and policy makers interested in developing and operating HOV facilities and managed lanes. KW - Buses KW - Carpools KW - Case studies KW - Contraflow lanes KW - Express buses KW - High occupancy vehicle lanes KW - Houston (Texas) KW - Managed lanes KW - Park and ride KW - Passenger volume KW - Peak periods KW - Transit centers KW - Vanpools UR - http://ops.fhwa.dot.gov/Docs/Houston/HoustonCaseStudy.pdf UR - https://trid.trb.org/view/681063 ER - TY - RPRT AN - 00969915 AU - Neudorff, L G AU - RANDALL, J E AU - Reiss, R AU - Gordon, R AU - Siemens ITS AU - Federal Highway Administration TI - FREEWAY MANAGEMENT AND OPERATIONS HANDBOOK PY - 2003/09 SP - 564 p. AB - This document is the third such handbook for freeway management and operations. It is intended to be an introductory manual - a resource document that provides an overview of the various institutional and technical issues associated with the planning, design, implementation, operation, and management of a freeway network. The goal is to provide the user with a better understanding of the wide variety of potential strategies, tools, and technologies that may be used to support management and operation of the freeway network. The handbook addresses the major changes in technology (e.g., ITS and architectures) that have occurred since the last Freeway Handbook was prepared. It also considers a broader view as well, including freeway management in the context of the entire surface transportation network, lane management concepts, roadway improvements (both geometric and operational), performance monitoring and associated measures, established processes for dealing with the risks associated with technology-intensive systems, and the role of freeway management during emergencies and evacuations. Specific chapters include introduction (background on the freeway network, definitions, congestion, safety, mobility), freeway management and the surface transportation network (the various interdependencies during the facility's life cycle), freeway management programs, performance monitoring and evaluation, roadway improvements, roadway operational improvements (e.g., signs and markings), ramp management, lane management, HOV facilities, traffic incident management, planned special event management, freeway management during emergencies and evacuations, information dissemination, transportation management centers, surveillance and detection, regional integration, and communications. KW - Communications KW - Definitions KW - Emergencies KW - Evacuation KW - Evaluation and assessment KW - Freeway management systems KW - Freeway operations KW - Handbooks KW - High occupancy vehicle lanes KW - Improvements KW - Incident management KW - Information dissemination KW - Lane management KW - Mobility KW - Monitoring KW - Performance KW - Ramps (Interchanges) KW - Special events KW - Traffic congestion KW - Traffic control centers KW - Traffic incidents KW - Traffic safety KW - Traffic surveillance UR - http://www.ops.fhwa.dot.gov/freewaymgmt/publications/frwy_mgmt_handbook/toc.htm UR - https://trid.trb.org/view/681050 ER - TY - RPRT AN - 00969876 AU - Owen, S R AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ARIZONA INTELLIGENT VEHICLE RESEARCH PROGRAM - PHASE TWO(B): 2001-2002 PY - 2003/09 SP - 108 p. AB - This report covers Phase Two(b) of a long-term in-house advanced vehicle research program of the Arizona Department of Transportation (ADOT) and its Arizona Transportation Research Center (ATRC). The focus of the research evolved early to winter maintenance topics. Phase Two(b), this fourth year of the program, addresses the 2001-02 winter season. ADOT's Phase One snowplow research (1997-2000) was a joint effort with California to field test the Caltrans advanced snowplow (ASP) in Arizona conditions. ADOT crews evaluated the Caltrans ASP lane-guidance system in four-week test cycles for two consecutive winters at a six-mile test loop of embedded roadway magnets near Flagstaff. ADOT's key goal in Phase Two (2000-01) was to acquire and test its own snowplow driver-assistance system. ADOT procured a 3M Lane Awareness System, with 5 miles of 3M magnetic striping tape to develop a second field site. Testing also continued with Caltrans to compare both lane guidance systems in similar conditions, however, system problems with both concept snowplows severely reduced the ability of ADOT and its partners to effectively evaluate either concept. In this current Phase Two(b), the 2001-02 winter, ADOT's testing and evaluation could proceed as the system problems of the previous winter had been resolved. The goals were based on same-day training for ADOT drivers with both advanced snowplow systems. However, the side-by-side operational testing of the Caltrans and 3M systems was limited by a total lack of snowfall in the Flagstaff area during the five weeks that the Caltrans RoadView (Trademark) plow was in Arizona. The Caltrans RoadView team did conduct night testing with ADOT drivers so that their performance could be monitored and evaluated. ADOT's own evaluation effort experienced only a few major storms all winter; and the ADOT-3M plow operated effectively in these storms. Overall, both systems showed their effectiveness and reliability in 2001-02, but the weather provided few opportunities to document the key advantages for either system. By this point in the program, after four winters of field tests, it had also become clear to the project sponsors that the current cost of either system was prohibitive for Arizona. As a result, it was decided to shift the future research focus in 2002-03 (Phase Three) from roadway-based guidance systems to commercial on-board driver-warning systems. KW - Arizona KW - Costs KW - Driver training KW - Evaluation KW - Field tests KW - Intelligent vehicles KW - Lane guidance systems KW - Magnetic detectors KW - Position indicators KW - Snowplows KW - Winter maintenance UR - http://azmemory.azlibrary.gov/cdm/compoundobject/collection/statepubs/id/10407/rec/2 UR - http://ntl.bts.gov/lib/24000/24600/24642/AZ473_3.pdf UR - https://trid.trb.org/view/680939 ER - TY - RPRT AN - 00969821 AU - Stopher, P R AU - GREAVES, S P AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - SIMULATING HOUSEHOLD TRAVEL SURVEY DATA IN METROPOLITAN AREAS PY - 2003/09 SP - 54 p. AB - Census data provide a rich range of socioeconomic characteristics from which it is shown that trip characteristics can be simulated. This report summarizes research into the simulation of the trips and trip characteristics for a random sample of households drawn from census data. The simulation source is the 1990 Public Use Micro-data Sample (PUMS) data from the 1990 Decennial Census of the United States. A set of categories is defined for the simulation that allows the development of significantly different statistical distributions of trip characteristics, using the 1995 Nationwide Personal Transportation Survey (NPTS) data. Based on the census data, samples of households are obtained and their trip characteristics in terms of number of trips by purpose, mode, time of departure, and trip length are simulated, using a Monte Carlo type of simulation procedure. This is performed for three regions: Baton Rouge, Louisiana; Dallas-Fort Worth, Texas; and Salt Lake City, Utah. While there are found to be a number of statistically significant differences in the various trip characteristics between the simulation data and actual household travel surveys conducted in 1997 in Baton Rouge, 1996 in Dallas-Fort Worth, and 1993 in Salt Lake City, the numeric differences in many of the characteristics are actually quite small. It is found that the simulation, as currently defined, does not capture trip-length variations that may be attributable to city size, nor does it do as well as might be hoped in capturing effects resulting from differences in household size between cities such as Dallas and Salt Lake City. Further refinement of the simulation procedure appears to be warranted. In the case of Baton Rouge, comparisons are made on the trip rates by purpose with the existing trip generation models (which were borrowed in 1991 for the Baton Rouge area), with national default figures, and with new trip-generation models developed from the 1997 data. The simulation was found to perform much better than the borrowed trip-generation models and the national default figures. In comparison with new trip-generation models, the simulation was found to perform quite well, although the poorest results were obtained with home-based shopping trips. It is concluded that simulation is a feasible procedure for creating synthetic household travel survey data, using the procedure outlined in this report. A number of new avenues for research are identified, which should enhance the results further. KW - Baton Rouge (Louisiana) KW - Census KW - Dallas-Fort Worth Metropolitan Area KW - Households KW - Metropolitan areas KW - Monte Carlo method KW - Nationwide Personal Transportation Survey KW - Salt Lake City (Utah) KW - Simulation KW - Travel surveys KW - Trip characteristics UR - http://www.ltrc.lsu.edu/pdf/report_356.pdf UR - https://trid.trb.org/view/680786 ER - TY - RPRT AN - 00969830 AU - Amini, F AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - POTENTIAL APPLICATIONS OF THE STATIC AND DYNAMIC CONE PENETROMETERS IN MDOT PAVEMENT DESIGN AND CONSTRUCTION PY - 2003/09 SP - 35 p. AB - This report discusses the current applications of the dynamic and static cone penetrometers in pavement design and construction. The dynamic cone penetrometer (DCP) is the most versatile rapid, in situ evaluation device currently available. Correlations to CBR, unconfined compressive strength, resilient modulus, and shear strengths, and its use in performance evaluation of pavement layers make it an attractive alternative to more expensive and time consuming procedures. Many useful correlations between the DCP penetration index and other material properties continue to be reported. Other possible applications of DCP such as its use in the quality control of compaction of fill are discussed. In addition, advantages and disadvantages of the penetrometer testing are reported. The static cone penetrometer has also several applications in such areas as the evaluation of resilient modulus of cohesive soils, estimation of CBR, and the determination of relative density of sands. An overview of current practices and areas of possible future trends are reported. KW - California bearing ratio KW - Compaction KW - Compressive strength KW - Cone penetrometers KW - Density KW - Dynamic penetration test KW - Fills KW - Modulus of resilience KW - Pavement design KW - Pavement layers KW - Performance tests KW - Quality control KW - Road construction KW - Sand KW - Shear strength KW - Static penetration test UR - http://ntl.bts.gov/lib/44000/44500/44555/State_Study_162_-_Potential_Applications_of_Dynamic_and_Static_Cone_Penetrometers_in_MDOT_Pavement_Design_and_Construction.pdf UR - https://trid.trb.org/view/680812 ER - TY - RPRT AN - 00969831 AU - Saeed, A AU - Hall, J W AU - Applied Research Associates, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - MISSISSIPPI DOT'S PLAN TO IMPLEMENT THE 2002 DESIGN GUIDE PY - 2003/09 SP - 68 p. AB - Applied Research Associates, Inc., ERES Consultants Division, is finalizing the development of the 2002 Guide for Design of New and Rehabilitated Structures through National Cooperative Highway Research Program (NCHRP) Project 1-37A. Anticipated submission of the Design Guide to NCHRP is in fall 2003. The Mississippi Department of Transportation (DOT) has taken a proactive approach for implementing the Design Guide. 2002 Design Guide implementation activities at Mississippi DOT include becoming familiar with the procedure and training of staff, developing an implementation plan, conducting initial material tests on hot mix asphalt (HMA), developing a traffic estimation procedure, and selection of field sections for use in local calibration of the procedure. The 2002 Design Guide, which uses mechanistic empirical (ME) principles for pavement design offers benefits that include: more comprehensive pavement design; improved pavement life and design reliability; improved consideration of new materials and design features; more cost-effective designs; and enhanced capability to conduct failure or forensic analyses. The Mississippi DOT is implementing the Design Guide in two phases. An implementation plan is developed in Phase I, and actual implementation of the Design Guide occurs in Phase II. Phase I (current research) included: familiarization of Mississippi DOT staff with the 2002 Design Guide; discussions and meetings to establish the scope of pavement types and rehabilitations that Mississippi DOT is interested in; development of a factorial experiment design; recommendation of test sections for calibration and validation of the performance models; preparation of a detailed plan for Phase II implementation; and estimation of a budget for implementing the 2002 Design Guide. The Phase II work plan, to be conducted over a period of five fiscal years, includes the following research tasks: conduct a detailed review of all design inputs; conduct an initial sensitivity analysis and comparison with current Mississippi DOT procedures; provide guidance to carry out the required field and laboratory testing; outline work related to obtaining all design inputs including detailed traffic inputs, selection of performance criteria, and material testing; establish default inputs where applicable; calibrate and validate the distress prediction models with Mississippi pavement performance data; conduct additional sensitivity analysis and comparison of the 2002 Design Guide procedure with current Mississippi DOT design procedure results; prepare detailed design and training manuals for training and future reference; customize the Design Guide software to include Mississippi-calibrated performance models and default inputs; and provide training to Mississippi DOT staff. KW - Asphalt mixtures KW - Budgeting KW - Calibration KW - Education and training KW - Guidelines KW - Hot mix asphalt KW - Implementation KW - Materials tests KW - Mississippi Department of Transportation KW - Pavement design KW - Test sections KW - Validation UR - http://ntl.bts.gov/lib/44000/44500/44556/State_Study_163_-_Mississippi_DOT_s_Plan_to_Implement_the_2002_Design_Guide.pdf UR - https://trid.trb.org/view/680815 ER - TY - RPRT AN - 00969818 AU - SHIMAN, L AU - Smith, K S AU - Opinion Dynamics Corporation AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - LOCAL ROADS COMMUNICATION ANALYSIS PY - 2003/09 SP - 92 p. AB - The report studies the effectiveness of various outreach strategies with local units of government in the State of Wisconsin. The Wisconsin Department of Transportation prepared an outreach campaign in 2001 for a new state statute requiring local communities to biennially rate the condition of their roadways and provide the data to the state. The outreach campaign, which resulted in an initial compliance rate of 99%, was used as a case study for the research effort. The study design contained qualitative and quantitative research methods, including interviews with local officials and a telephone/Internet survey questionnaire. Over 56% of all communities in Wisconsin responded to the questionnaire. The research provides an assessment of the past outreach campaign on pavement ratings and offers communication strategies for future pavement rating efforts. The study also provides the Wisconsin Department of Transportation with valuable insight into future outreach opportunities and challenges when working with local units of government in the state. KW - Campaigns KW - Communication KW - Condition surveys KW - Data collection KW - Internet KW - Interviewing KW - Local government KW - Pavement performance KW - Questionnaires KW - Strategic planning KW - Surveys KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/03-08localroads-f1.pdf UR - https://trid.trb.org/view/680777 ER - TY - RPRT AN - 00968588 AU - Vernez-Moudon, A AU - Cail, M AU - Pergakes, N AU - Forsyth, C AU - Lillard, L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - STRATEGIES AND TOOLS TO IMPLEMENT TRANSPORTATION-EFFICIENT DEVELOPMENT: A REFERENCE MANUAL. PHASE 2 OF INTEGRATING LAND USE AND TRANSPORTATION INVESTMENT DECISION MAKING PY - 2003/09 SP - 155 p. AB - This Reference Manual addresses land use and development practices that support and improve the efficiency and effectiveness of associated transportation systems. It references strategies and tools used to foster transportation-efficient land-use patterns (transportation-efficient development is defined as supporting the use of alternative transportation modes while reducing the need to drive alone). The manual documents state-of-the-art best practices at the national level, in addition to practices that are specific to Washington State and the Puget Sound region. The Manual is in two parts: regulatory strategies and tools and financial strategies and tools. The strategies (six regulatory and four financial) relate to the planning and policy-making environment shaping land use - those general approaches and related policies used to plan transportation-efficient land use and development. Each strategy in turn contains a number of tools, the specific mechanisms used to guide the implementation of the strategies. Detailed explanations of how the tools have functioned or can work are provided, along with examples of specific applications and case studies to illustrate the scope and extent of the tools' effectiveness. The Reference Manual is the second product of a three-phase project by the Washington State Department of Transportation (WSDOT), which is known as "Integrating Land Use and Transportation Investment Decision-Making." The first phase reviewed current land-use and development practices by the various local jurisdictions. It is summarized in "Implementing Transportation-Efficient Development: A Local Interview" (WSDOT 2002, WA-RD 549.1). The third phase will integrate findings from phases 1 and 2 with other data to produce criteria for evaluating the transportation efficiency of land-use and development patterns. It will provide WSDOT with a method to assess how existing and planned land uses could extend, support, or shorten the lifespan of existing or planned transportation system capacity. KW - Best practices KW - Case studies KW - Decision making KW - Finance KW - Implementation KW - Investments KW - Land use KW - Land use planning KW - Manuals KW - Policy KW - Puget Sound Region KW - Real estate development KW - Regulations KW - Smart growth KW - State of the art KW - Strategic planning KW - Transportation planning KW - Washington (State) UR - http://depts.washington.edu/trac/bulkdisk/pdf/574.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/574.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56157/WA574.1.PDF UR - https://trid.trb.org/view/679646 ER - TY - RPRT AN - 00968575 AU - Mitchell, G AU - Hunt, C AU - Richardson, W AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ODOT ROADWAY/WEATHER SENSOR SYSTEMS FOR SNOW AND ICE REMOVAL OPERATIONS. PART III: OPTIMIZATION OF SALT BRINE PRE-TREATMENT APPLICATION RATES AND FREQUENCY PY - 2003/09 SP - 322 p. AB - The Ohio Department of Transportation (ODOT) has initiated pretreatment as an integral part of a winter management strategy. Currently forty gallons per lane mile of 23% salt brine (NaCl) by weight is applied at a minimum frequency of two times per week when conditions warrant. In order for ODOT to develop the most effective plan for pretreatment, an in-situ study to provide data on decay of brine on trafficked pavement was needed. Objectives included a survey of other state DOTs' pretreatment protocols, laboratory studies to discern brine concentrations that precluded ice formation, brine decay with traffic and time on several pavements, and correlation of laboratory and field data. Ten of the 28 state DOTs responding to the survey regarding pretreatment protocol applied NaCl two to 24 hours prior to a storm; two states used surface type, traffic volume, and air temperatures for decision making. The survey reinforced the need of laboratory and field studies. In the laboratory, release temperatures of the ice/surface bond at various brine concentrations were obtained utilizing conductivity and physical observation techniques. Laboratory tests with the field brine measurement instrumentation (SOBO-20 by Boschung Megatronic AG) provided correction factors for the field data on asphalt concrete (AC) and portland cement concrete (PCC) pavements. Sodium chloride brine was applied and measured in-situ in mass per area at five field sites (ATH-50 PCC, ATH-50 AC, DEL-23 PCC, DEL-23 AC, and ATH-33 AC) encompassing at least four sections at each site. Initial losses and decay due to time/traffic were obtained. Of the five test sites, AC (micro seal), AC (NOVA chip), and a transversely grooved PCC pavement provided statistically valid data to develop residual decay equations as a function of time/traffic. Field decay of brine was incorporated into laboratory brine/ice/specimen bonding temperature findings to determine the effective ice prevention temperatures as a function of time/traffic for AC and PCC at standard application rates. KW - Application rate KW - Asphalt concrete pavements KW - Brines KW - Concrete pavements KW - Correlation analysis KW - Field studies KW - Laboratory studies KW - Ohio KW - Snow and ice control KW - Sodium chloride KW - State departments of transportation KW - Surface treating KW - Surveys KW - Time KW - Traffic KW - Winter maintenance UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A54405497 UR - https://trid.trb.org/view/679614 ER - TY - RPRT AN - 00968335 AU - Townsend, F C AU - Anderson, J B AU - Horta, E AU - Sandoval, J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF DEEP FOUNDATIONS TEST SITE PY - 2003/09 SP - 134 p. AB - Previously, a report, "Site Preparation for a Deep Foundation Test Site at the University of Central Florida," was submitted (September 2002) to the Florida Department of Transportation (FDOT). This supplemental research project complimented this previous report, and had the objectives of: (1) providing laboratory testing on recovered Shelby tube samples and evaluating in situ test correlations for engineering parameters, (2) evaluating the Pressuremeter Test (PMT) test discrepancies, and (3) comparing geophysical Electro Resistivity (ER) and ground penetrating radar (GPR) measurements with those from Standard Penetration Test (SPT) and Cone Penetrometer Test (CPT). A comparison of SPT estimated phi or cohesion values with laboratory triaxial tests suggests the SPT estimates used in FB-PIER are comfortably conservative. However, SPT E sub 50 FB-Pier estimates were poor. CPT and Dilatometer Test (DMT) estimated phi values agreed well with triaxial data. A testing program implemented to investigate PMT differences at the FDOT-UCF reveals: (a) A comparison of two different probes (ring and no-ring on top) for cohesive soils shows no apparent differences. However, for cohesionless soils a significant difference occurred. (b) Interagency (FDOT-SMO, UF, UNCC, and FIT) PMT tests had total disagreement at the cohesive Lake Alice site. Although site variability may explain some of the disagreement, other unknown factors are occurring. However, excellent agreement was obtained between FDOT-SMO and UF at the cohesionless Archer Landfill site. A comparison of the geophysical data with the traditional in situ test data shows excellent agreement. However, the SPT and CPT compliment and assist geophysical interpretation. KW - Cone penetrometers KW - Dilatometers KW - Electroresistivity KW - Florida KW - Foundations KW - Geophysics KW - Ground penetrating radar KW - Laboratory tests KW - Penetration resistance KW - Pressure gages KW - Soil tests KW - Test procedures KW - Testing UR - https://trid.trb.org/view/679267 ER - TY - CONF AN - 00967983 AU - Pope, L AU - Woodward Communications AU - Federal Highway Administration TI - INFRASTRUCTURE RESEARCH AND TECHNOLOGY STAKEHOLDER WORKSHOP SUMMARY REPORT: WORKSHOP PROCEEDINGS (OCTOBER 31-NOVEMBER 1, 2002, CHICAGO, ILLINOIS) PY - 2003/09 SP - 94p AB - To meet the highway infrastructure challenges that lie ahead, the Federal Highway Administration (FHWA) is refocusing and revitalizing its Infrastructure Research and Technology (R&T) program to raise the bar on research, technology and deployment activities. This program represents a new way of doing business for FHWA, with increased emphasis on stakeholder involvement and partnerships. The overall goals of the program are to enhance mobility and productivity, extend the life of pavements and bridges, and improve safety and performance. These goals require investing in four essential elements: information, people, technology and deployment. To share its Infrastructure R&T vision with stakeholders, FHWA held an Infrastructure R&T Stakeholder Workshop in Chicago, Illinois, on October 31 and November 1, 2002. The workshop drew more than 60 representatives from highway agencies, associations and industry, and academia. The workshop was designed to give FHWA an opportunity to listen to stakeholders in order to refine its vision and to build stakeholder commitment to achieving infrastructure innovations. This report documents the workshop discussions and recommendations. FHWA will use the workshop discussions and recommendations to revise and share the infrastructure R&T vision and help to define stakeholder involvement. U1 - Infrastructure Research and Technology Stakeholder WorkshopFederal Highway AdministrationChicago, Illinois StartDate:20021031 EndDate:20021101 Sponsors:Federal Highway Administration KW - Bridges KW - Highway planning KW - Highway safety KW - Infrastructure KW - Mobility KW - Partnerships KW - Pavement performance KW - Pavements KW - Productivity KW - Research KW - Service life KW - Stakeholders KW - Technology KW - U.S. Federal Highway Administration KW - Workshops UR - https://trid.trb.org/view/686354 ER - TY - RPRT AN - 00967982 AU - Simon, M J AU - Federal Highway Administration AU - National Institute of Standards and Technology TI - CONCRETE MIXTURE OPTIMIZATION USING STATISTICAL METHODS: FINAL REPORT PY - 2003/09 SP - 167 p. AB - This report presents the results of a research project whose goals were to investigate the feasibility of using statistical experiment design and analysis methods to optimize concrete mixture proportions and to develop an Internet-based software program to optimize concrete mixtures using these methods. Two experiment design approaches (classical mixture and factorial-based central composite design) were investigated in laboratory experiments. In each case, six component materials were used, and mixtures were optimized for four performance criteria (properties) and cost. Based on the experimental results, the factorial-based approach was selected as the basis for the Internet-based system. This system, the Concrete Optimization Software Tool (COST), employs a six-step interactive procedure starting with materials selection and working through trial batches, testing and analysis of test results. The end result is recommended mixture proportions to achieve the desired performance levels. COST was developed as a tool to introduce the industry to the potential benefits of using statistical methods in concrete mixture proportioning, and to give interested parties an opportunity to try the methods for themselves. KW - Admixtures KW - Concrete KW - Concrete Optimization Software Tool (Computer program) KW - Costs KW - Internet KW - Laboratory tests KW - Mix design KW - Optimization KW - Performance KW - Properties of materials KW - Software packages KW - Statistical analysis UR - http://www.fhwa.dot.gov/publications/research/infrastructure/geotechnical/03048/index.cfm UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/03060/03060.pdf UR - https://trid.trb.org/view/678871 ER - TY - RPRT AN - 00967981 AU - Vulova, C AU - Leshchinksy, D AU - University of Delaware, Newark AU - Federal Highway Administration TI - EFFECTS OF GEOSYNTHETIC REINFORCEMENT SPACING ON THE PERFORMANCE OF MECHANICALLY STABILIZED EARTH WALLS PY - 2003/09 SP - 226 p. AB - The behavior of mechanically stabilized earth walls (MSEW) with modular block facing and geosynthetic reinforcement was investigated with numerical models that simulate construction of the wall, layer by layer, until it fails under gravity loading. The two-dimensional finite difference program, Fast Lagrangian Analysis of Continua (FLAC), was used to carry out the numerical analysis. The material properties were based on data reported in the literature, which represent typical values used in design practice. Failure mechanisms of MSEWs were identified as a function of geosynthetic spacing considering the effects of soil strength, reinforcement stiffness, connection strength, secondary reinforcement layers, and foundation stiffness. The effects of reinforcement length on reinforcement stresses and wall stability were also investigated. FLAC predictions were compared with the American Association of State Highway and Transportation Officials (AASHTO) design method. Additional numerical experiments were carried out to investigate the effects of some modeling parameters on wall response. Four failure modes of MSEW were identified: external, deep-seated, compound and connection. The reinforcement spacing was identified as a major factor controlling the behavior of MSEWs. Two types of spacing were considered in studying the effects of spacing: small and large. Increasing reinforcement spacing decreased the wall stability and changed the predominant failure mode from external or deep-seated to compound and connection mode. Similar effects were identified when the soil strength, reinforcement stiffness or foundation stiffness were decreased. Connection strength appeared to affect only the behavior of walls with large reinforcement spacing, i.e., increased connection strength, decreased wall displacements, improved wall stability and changed failure mode. Similar effects were identified when secondary reinforcement layers were introduced in a model with large reinforcement spacing. Increased reinforcement length improved wall stability and decreased wall displacements and reinforcement forces. A comparison between FLAC predictions and AASHTO calculations demonstrated a good agreement. The comparisons indicated that the existing design method could distinguish the modes of failure identified by FLAC analysis, especially those due to external stability. However, AASHTO disregards the effect of reinforcement spacing and thus, considers an external wedge always to develop internally. KW - Design standards KW - Dislocation (Geology) KW - Earth walls KW - Failure KW - Finite element method KW - Foundations KW - Geosynthetics KW - Mathematical models KW - Mathematical prediction KW - Mechanically stabilized earth KW - Numerical analysis KW - Reinforcing materials KW - Simulation KW - Soil stabilization KW - Spacing KW - Stability (Mechanics) KW - Stiffness KW - Strength of materials KW - Structural connection UR - http://www.fhwa.dot.gov/publications/research/infrastructure/geotechnical/03048/03048.pdf UR - http://www.fhwa.dot.gov/publications/research/infrastructure/geotechnical/03048/index.cfm UR - https://trid.trb.org/view/678870 ER - TY - JOUR AN - 00965840 JO - Public Roads PB - Federal Highway Administration AU - DeCorla-Souza, P AU - Jacobs, A AU - Ballard, S AU - Smith, T AU - Federal Highway Administration TI - PAYING THE VALUE PRICE PY - 2003/09 VL - 67 IS - 2 SP - p. 43-47 AB - Value pricing is a way of harnessing the power of the marketplace to reduce traffic congestion and improve the environment. These pricing strategies also provide an innovative means of financing improvements to highway facilities or adding transportation options such as bus rapid transit. This article provides an overview of various highway-oriented value pricing strategies including high-occupancy toll lanes, variable tolls, usage-based vehicle charges, and regional pricing initiatives. KW - Business practices KW - Financing KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway planning KW - Improvements KW - Road pricing KW - Toll roads KW - Traffic congestion KW - Value of service pricing UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/09.cfm UR - https://trid.trb.org/view/682543 ER - TY - JOUR AN - 00965839 JO - Public Roads PB - Federal Highway Administration AU - Strasburg, G AU - Federal Highway Administration TI - A STUDY IN ENVIRONMENTAL JUSTICE PY - 2003/09 VL - 67 IS - 2 SP - p. 38-42 AB - Quality of life and environmental justice are central concerns for urban residents affected by road construction. Historically, New Orleans has shown that if community values, neighborhood involvement, and community impact are not high on the agenda during transportation decisionmaking, serious conflict may arise. This article details how the New Orleans Regional Planning Commission (NORPC) began a comprehensive effort to include these concerns in its highway designs, which may translate into a usable model for other state departments of transportation and local transport agencies. Through a series of trial-and-error experiences, NORPC learned new methods that improve how transport agencies plan and design road projects that affect neighborhoods. KW - Environmental justice KW - Highway design KW - Highway planning KW - New Orleans (Louisiana) KW - New Orleans Regional Planning Commission KW - Planning methods KW - Project management KW - Regional planning KW - Regional transportation KW - Road construction KW - State departments of transportation KW - Urban areas UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/08.cfm UR - https://trid.trb.org/view/682542 ER - TY - JOUR AN - 00965836 JO - Public Roads PB - Federal Highway Administration AU - Stangenberg, J K AU - Shifflet, T E AU - Schmidt, J A AU - Federal Highway Administration TI - A NEW SOLUTION FOR AN OLD PROBLEM PY - 2003/09 VL - 67 IS - 2 SP - p. 24-27 AB - Much of the historic road over the Cumberland Gap in the tristate area of Tennessee, Virginia, and Kentucky follows the original wagon road blazed in 1775. As the population of the region grew, the demand for road improvements became a constant. By 1973, relocation of the road was authorized through a tunnel, with the connection to U.S. 25E through the new tunnel requiring a cloverleaf with ramp to U.S. 58. Construction of the ramp began in 1990. Planned excavation was to cut as deep as 80 feet into Poor Valley Ridge (Tennessee), creating a significant potential for landslides. This article describes how the Federal Highway Administration's Eastern Federal Lands Highway Division designed a solution for this slope failure condition by reviewing data from past landslides and obtaining supplemental subsurface data. KW - Cloverleaf interchanges KW - Cumberland Gap (Tennessee) KW - Excavation and tunneling KW - Highway design KW - Landslides KW - Ramps (Interchanges) KW - Regional transportation KW - Road construction KW - Slope failure KW - Slope stability KW - Tennessee KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/05.cfm UR - https://trid.trb.org/view/682538 ER - TY - JOUR AN - 00965831 JO - Public Roads PB - Federal Highway Administration AU - Richter, C A AU - Vanikar, S AU - Federal Highway Administration TI - CPTP UPDATE PY - 2003/09 VL - 67 IS - 2 SP - p. 6-13 AB - Construction of safe, smooth, and durable pavements requires good design, sound selection of materials and mix design, and well-controlled construction processes. The Federal Highway Administration's Concrete Pavement Technology Program (CPTP) is helping designers, material suppliers, contractors, and State agencies improve portland cement concrete pavements by addressing some of the critical gaps in knowledge. The CPTP will produce practical and usable tools, guidelines, methods, and software to be used in the selction of materials, mix, and pavement design and operation. This followup article describes the Program's progress and highlights over the past year (2002-2003), beginning with selected CPTP projects in advanced pavement design systems. KW - Concrete Pavement Technology Program KW - Concrete pavements KW - Mix design KW - Pavement components KW - Pavement design KW - Portland cement concrete KW - Road materials KW - Smoothness KW - Surface course (Pavements) KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/02.cfm UR - https://trid.trb.org/view/682534 ER - TY - JOUR AN - 00965833 JO - Public Roads PB - Federal Highway Administration AU - Sullivan, J J AU - Federal Highway Administration TI - FIGHTING FATIGUE PY - 2003/09 VL - 67 IS - 2 SP - p. 18-23 AB - One individual's lack of sleep can contribute to another's lack of safety on U.S. roads, with National Highway Traffic Safety Administration research indicating that fatigue and sleep deprivation contribute to about 100,000 police-reported highway crashes causing more than 1,500 deaths annually in the U.S. Sleep deprivation and operator fatigue are critical safety issues that cut across all modes in the transportation industry. This article discusses how, to improve the safety of the entire transportation system, multimodal partnerships within the U.S. Department of Transportation are addressing problems caused by fatigue. KW - Accident prone drivers KW - Automobile driving KW - Crash causes KW - Fatigue (Physiological condition) KW - Highway safety KW - Human factors in crashes KW - Multimodal transportation KW - Partnerships KW - Sleep deprivation KW - Traffic crashes KW - U.S. Department of Transportation KW - U.S. National Highway Traffic Safety Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/04.cfm UR - https://trid.trb.org/view/682536 ER - TY - JOUR AN - 00965838 JO - Public Roads PB - Federal Highway Administration AU - Davis, N AU - Federal Highway Administration TI - REBUILDING A COMMUNITY LINK PY - 2003/09 VL - 67 IS - 2 SP - p. 34-37 AB - Sanibel Island, on the Gulf Coast of Florida near Fort Myers and south of Tampa, is a popular vacation destination for winter tourists. In addition, the 14-mile-long island is home to about 6,000 permanent residents. On January 6, 2003--at the peak of the tourist season--the Lee County Department of Transportation (DOT) discovered a severe crack in a beam that supports the causeway's middle bridge. After a temporary emergency repair to stabilize the bridge and protect public safety, the county DOT worked urgently for 2 weeks preparing to replace part of the superstructure of the aging bridge span. This article details how the successful rapid response to the Sanibel Island emergency bridge situation allowed for its reopening ahead of schedule. KW - Bridge engineering KW - Bridge superstructures KW - Causeways KW - County government KW - Cracking KW - Highway bridges KW - Lee County Department of Transportation (Florida) KW - Repairing KW - Sanibel Island (Florida) KW - Structural deterioration and defects KW - Tampa Bay Area KW - Transportation departments UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/07.cfm UR - https://trid.trb.org/view/682540 ER - TY - JOUR AN - 00965837 JO - Public Roads PB - Federal Highway Administration AU - Morena, D A AU - Federal Highway Administration TI - RUMBLING TOWARD SAFETY PY - 2003/09 VL - 67 IS - 2 SP - p. 28-33 AB - Single-vehicle run-off-road crashes represent a large share of accidents in the U.S. The category is large in part because it covers such a broad range of roadway departures. Included are intentional departures to avoid other vehicles or objects; involuntary departures due to tire blowout, ice, hydroplaning, or trailer sway; and driver error from distractions or drowsiness. Within this category is a much smaller, more lethal crash type, known as drift-off-road crashes, caused by drivers who drift off the road due to drowsiness, inattention, or distraction, and are responsible for a disproportionate share of severe run-off-road crashes. This article discusses findings from a Michigan study indicating that rumble strip design and placement can significantly reduce the incidence of drift-off-the-road crashes. KW - Automobile driving KW - Barriers (Roads) KW - Crash causes KW - Crash types KW - Distraction KW - Driver errors KW - Drowsiness KW - Fatigue (Physiological condition) KW - Highway safety KW - Human factors in crashes KW - Michigan KW - Ran off road crashes KW - Rollover crashes KW - Rumble strips UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/06.cfm UR - https://trid.trb.org/view/682539 ER - TY - JOUR AN - 00965830 JO - Public Roads PB - Federal Highway Administration AU - Ashe, R A AU - Crumit, M D AU - Hoeflich, K M AU - Federal Highway Administration TI - STATE-OF-THE-ART TOLL ROAD PY - 2003/09 VL - 67 IS - 2 SP - p. 2-5 AB - The Suncoast Parkway is a new alignment, 42-mi toll road running north-south in the Tampa-St. Petersburg metropolitan area. The tollway reflects careful environmental planning in every aspect, from project management to highway design. A state-of-the-art commitment to minimize environmental impacts is reflected by the mitigation efforts: preservation of 20,000 acres of conservation land and a long bicycle trail that parallels the Parkway. Covered in Superpave and designed to accommodate Florida DOT's recently developed SunPass System for electronic toll collection, the $517-million Suncoast Parkway resulted from a highly successful partnering process. This article details this partnering process, which has facilitated the applications for construction permits, developed an impact-mitigation strategy that has exceeded all expectations, and created an integrated design protocol that incorporates the first public biking trail in the State built along a major limited access highway corridor. KW - Automated toll collection KW - Environmental impacts KW - Environmental protection KW - Expressways KW - Florida KW - Florida Department of Transportation KW - Highway planning KW - Metropolitan areas KW - Parkways KW - Partnerships KW - State departments of transportation KW - State of the art KW - Suncoast Parkway (Florida) KW - Superpave KW - Toll roads UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/01.cfm UR - https://trid.trb.org/view/682533 ER - TY - JOUR AN - 00965832 JO - Public Roads PB - Federal Highway Administration AU - Bertini, R L AU - McGill, G E AU - Federal Highway Administration TI - GETTING TRAFFIC MOVING AGAIN PY - 2003/09 VL - 67 IS - 2 SP - p. 14-17 AB - Roadway incidents involving work zones or resulting from adverse weather conditions or other causes contribute to approximately 50-60% of the congestion delay on U.S. highways. They lead to major road closures and impact on safety by increasing exposure to hazardous conditions and contributing to secondary crashes. This article describes a study that aimed to document the effectiveness of the Oregon Department of Transportation's rural incident response program. The benefits of such a program for both transportation agencies and motorists are quantified. KW - Automobile driving KW - Highway safety KW - Incident management KW - Oregon KW - Oregon Department of Transportation KW - Safety programs KW - State departments of transportation KW - Traffic crashes KW - Traffic delays KW - Traffic incidents KW - Traffic relationships KW - Work zone safety UR - http://www.fhwa.dot.gov/publications/publicroads/03sep/03.cfm UR - https://trid.trb.org/view/682535 ER - TY - RPRT AN - 00964957 AU - Brown, M C AU - Weyers, R E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CORROSION PROTECTION SERVICE LIFE OF EPOXY-COATED REINFORCING STEEL IN VIRGINIA BRIDGE DECKS PY - 2003/09 SP - 67 p. AB - The corrosion protection service life extension provided by epoxy-coated reinforcement (ECR) was determined by comparing ECR and bare steel bars from 10 Virginia bridge decks built between 1981 and 1995. The objective was to determine the corrosion protection service life time extension provided by ECR field specimens with various degrees of coating adhesion: disbonded, partially disbonded, and wholly bonded coatings. The size and length distributions of cracks in Virginia bridge decks were investigated to assess the frequency and severity of cracks. Correlation of cracks with chloride penetration was used to characterize the influence of cracking on deck deterioration. Cracks influence the rate of chloride penetration, but the frequency and width distributions of cracks indicate that cracks are not likely to shorten the overall service life of most bridge decks in Virginia. Altogether, 141 drilled cores, 102 mm (4 in.) in diameter, were employed in this study. For each of the decks built with ECR, 10 to 12 cores were drilled through a top reinforcing bar adjacent to the previous study core locations. In addition, approximately 3 cores were drilled through a top reinforcing bar at a surface crack location. Laboratory testing involved nondestructive monitoring using advanced electrochemical techniques to periodically assess the corrosion state of the steel bars during cyclic exposure to chloride-rich solution over 36 months of treatment. Time of corrosion initiation and time of cracking (where applicable), as well as chloride content of the concrete before and after treatment, were used in the analysis. Analysis of the epoxy coating after treatment showed the presence of micro cracks in the surface of some coatings, and moisture uptake and glass transition temperatures, as related to curing of the coatings, were investigated. Less than 25% of all Virginia bridge decks built under specifications in place since 1981 is projected to corrode sufficiently to require rehabilitation within 100 years, regardless of bar type. The corrosion service life extension attributable to ECR in bridge decks was found to be approximately 5 years beyond that of bare steel and, therefore, ECR is not a cost-effective method of corrosion prevention for bridge decks. Deleting the requirement for ECR in decks would save Virginia approximately $845,000 per year. KW - Bridge decks KW - Chlorides KW - Cores (Specimens) KW - Corrosion protection KW - Cost effectiveness KW - Cracking KW - Epoxy coatings KW - Laboratory tests KW - Reinforcing steel KW - Service life KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr7.pdf UR - https://trid.trb.org/view/661602 ER - TY - RPRT AN - 00964852 AU - Daniel, J AU - Chien, S AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - IDENTIFYING FACTORS AND MITIGATION TECHNOLOGIES IN TRUCK ACCIDENTS IN NEW JERSEY PY - 2003/09 SP - 78 p. AB - This report summarizes the results of the work performed under the project "Identifying Factors and Mitigation Technologies in Truck Accidents in New Jersey." The goals of the research project were to identify statistically significant factors that contribute to truck accidents in New Jersey and to recommend technologies and strategies holding potential for use as countermeasures for the most prevalent of these factors. The goals of this research compliment the goals of the Federal Motor Carrier Safety Administration to reduce the number of truck-related fatalities by 50%. The results and findings of this research provide a basis for identifying factors that should be targeted to achieve these goals. It is well known that the roadways in New Jersey have the highest design standards; the New Jersey Turnpike, the Garden State Parkway, the Atlantic City Expressway and the Interstate system also have the lowest accident rates. Recognizing this fact, legislation was passed in 1999, restricting through truck traffic to these higher type facilities. This legislation, however, does not address the large number of trucks that make deliveries to locations within the state or that originate at industries and businesses throughout New Jersey. These trucks must use all roadways in the state to reach their destinations. To better assist the state's transportation agencies, this report provides documentation of truck crash characteristics for the state of New Jersey. KW - Countermeasures KW - Crash causes KW - Crash characteristics KW - Fatalities KW - New Jersey KW - Truck crashes UR - https://trid.trb.org/view/661563 ER - TY - RPRT AN - 00964857 AU - Nemmers, C J AU - Kochtanek, T R AU - Cordes, S AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - RDT LIBRARY SYSTEM DEVELOPMENT PY - 2003/09 SP - 36 p. AB - The report documents year one efforts relating to the analysis, development, and implementation of the Missouri Department of Transportation Research, Development and Technology automated research library system. Specific issues include collection assessment and organization, cataloging and classification issues, and the implementation of circulation and operations. Also included are funding and budget information, and recommendations and objectives for year two project development. KW - Budgeting KW - Development KW - Financing KW - Implementation KW - Libraries KW - Missouri Department of Transportation UR - http://library.modot.mo.gov/RDT/reports/Ri98026/RDT03012.pdf UR - http://ntl.bts.gov/lib/56000/56000/56077/RDT03012.PDF UR - https://trid.trb.org/view/661568 ER - TY - RPRT AN - 00964841 AU - Neely, W D AU - Cousins, T E AU - Phifer, S P AU - Senne, J L AU - Case, S W AU - Lesko, J J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE IN-SERVICE PERFORMANCE OF THE TOM'S CREEK BRIDGE FIBER-REINFORCED POLYMER SUPERSTRUCTURE PY - 2003/09 SP - 38 p. AB - The Tom's Creek Bridge is a small-scale demonstration project involving the use of fiber-reinforced polymer (FRP) composite girders as the main load carrying members. It is a simply supported, short-span bridge located along Tom's Creek Road in Blacksburg, Virginia. As a result of discussions among Virginia Tech, Strongwell, the Virginia Department of Transportation, and the Town of Blacksburg, the existing deteriorated superstructure of the Tom's Creek Bridge was replaced with a glue-laminated timber deck on 8 in. (20.3 cm) deep pultruded FRP beams. The project was intended to address two issues. First, by calculating bridge design parameters such as the dynamic load allowance, transverse wheel load distribution and deflections under service loading, the Tom's Creek Bridge will aid in modifying current AASHTO bridge design standards for use with FRP composite materials. Second, by evaluating the FRP girders after being exposed to controlled laboratory and service conditions, the project will begin to answer questions about the long-term performance of these advanced composite material beams when used in bridge design. A dynamic load allowance, IM, of 0.90 is recommended for the Tom's Creek Bridge. This value is the largest average IM observed and is therefore conservative. This value is significantly higher than those set forth in the AASHTO standards of 0.33 (AASHTO, 1998) and 0.30 (AASHTO, 1996). It is recommended to use a value of L/425 (LRFD Specification) or L/500 (Standard Specification). This value is consistent with AASHTO deflection control criteria for an all timber bridge. It is recommended to use the AASHTO wheel load distribution factors for a glulam timber deck on steel stringer bridge. There is no indication of loss of FRP girder ultimate strength after 15 months of service. Given the low service loads (no more than 10% of the ultimate capacity) and traffic volume the fatigue life prediction model suggests that fatigue will not be a major concern during the life of service (10 to 15 years). KW - Blacksburg (Virginia) KW - Bridge decks KW - Bridge design KW - Bridge superstructures KW - Composite materials KW - Demonstration projects KW - Dynamic loads KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Girders KW - Laminated wood KW - Mathematical prediction KW - Performance KW - Service life KW - Short span bridges KW - Timber KW - Ultimate strength UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/04-cr5.pdf UR - http://ntl.bts.gov/lib/37000/37100/37191/04-cr5.pdf UR - https://trid.trb.org/view/661552 ER - TY - RPRT AN - 00964819 AU - Soltesz, S AU - Dunning, M AU - Joerger, M AU - Lundy, J AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CONCRETE PATCHING GUIDE PY - 2003/09 SP - 8 p. AB - Maintenance personnel often select a material for patching concrete based on what they have used in the past. However, each patching job has particular demands, which may be different from what was required in past applications. Also, the list of available products changes often with manufacturers producing new patching materials, discontinuing some products and changing the name of products. The Oregon Department of Transportation recognized the difficulty in selecting the right patching material and developed a patching guide to help maintenance personnel determine which product to use. The selection tool is based on a Microsoft Excel spreadsheet and matches the attributes of specific products to the needs of a particular patching job. An output report is then generated and provides a list of qualified and conditional products from the Qualified Products List. KW - Concrete KW - Guidelines KW - Maintenance KW - Patching KW - Products KW - Qualified products list KW - Spreadsheets UR - http://docs.trb.org/00964819.pdf UR - https://trid.trb.org/view/661540 ER - TY - RPRT AN - 00964821 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - RECOMMENDATIONS FOR BRIDGE AND TUNNEL SECURITY PY - 2003/09 SP - 64 p. AB - A Blue Ribbon Panel (BRP) of bridge and tunnel experts from professional practice, academia, federal and state agencies, and toll authorities convened to examine bridge and tunnel security and to develop strategies and practices for deterring, disrupting, and mitigating potential attacks. The BRP acknowledges that the nation's bridges and tunnels are vulnerable to terrorist attacks. The intent of this paper is to recommend policies and actions to reduce the probability of catastrophic structural damage that could result in substantial human casualties, economic losses, and socio-political damage. The BRP's seven recommendations to accomplish the overall goal of reducing the vulnerability of bridges and tunnels to terrorist attacks fall into three areas: institutional, fiscal, and technical. The primary focus of this report is on the technical recommendations. These technical recommendations include methods for identifying critical bridges and tunnels, operational security measures that employ effective security procedures and available technology, engineering and design approaches for reducing the vulnerability of critical infrastructure, and a research and development agenda to gain a greater understanding of structural responses to attacks and countermeasures to avoid or mitigate potential negative consequences. KW - Bridges KW - Countermeasures KW - Design KW - Development KW - Engineering KW - Financing KW - Institutional issues KW - Recommendations KW - Research KW - Security KW - Strategic planning KW - Technology KW - Terrorism KW - Tunnels UR - http://www.fhwa.dot.gov/bridge/security/brp.pdf UR - http://ntl.bts.gov/lib/23000/23900/23966/brp.pdf UR - https://trid.trb.org/view/661542 ER - TY - RPRT AN - 00962894 AU - Crouch, L K AU - Badoe, D A AU - Dotson, V J AU - Maxwell, R AU - Borden, T A AU - Dunn, T R AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - TENNESSEE FLOWABLE FILL STUDY PY - 2003/09 SP - 106 p. AB - Twenty-three different excavatable flowable fill (EFF) mixtures were placed in trenches simulating utility cuts during March through May of 2001. All EFF mixtures were tested for flow, unit weight, gravimetric air content, suitability for load application, and compressive strength development over time. The trenches were excavated in March 2003. Nine EFF mixtures were used to assess the impact of portland cement (PC) content and ASTM C 618 Class F fly ash content. PC contents of 30, 45, and 60 lb/CY and ASTM C 618 Class F fly ash contents of 300, 370, and 440 lb/CY were used to evaluate the impact of component proportions. PC-fly ash mixtures with cementitious materials contents between 415 and 500 lb/CY were found to have a high probability of having an ASTM D 6103 flow greater than 8 in. and passing the ASTM D 6024 ball drop test in less than 24 hr. In addition, the PC content of PC-Class F fly ash EFF mixtures appears to be more important to early compressive strength development. Further, strong relationships exist between component material proportions and 28-day and maximum compressive strengths and excavation difficulty. Six EFF mixtures were used to assess the impact of PC content and high-unburned carbon fly ash content. PC contents of 45 and 60 lb/CY and high-unburned carbon fly ash contents of 370, 440, and 510 lb/CY were used to evaluate the impact of component proportions. The use of high carbon ash typically extended the time required to pass the ball drop test and often generated some erratic strength results. Therefore, the research team was hesitant to recommend the use of mixtures containing high carbon ash without further research. The influence of aggregate type of EFF mixtures was evaluated by using five different aggregate types in the EFF mixture recommended by TRMCA (45 lb/CY PC and 370 lb/CY ASTM C 618 Class F fly ash). Unfortunately, the previously mentioned strong relationships between component material proportions and 28-day and maximum compressive strengths and excavation difficulty appear to be aggregate dependent. In addition, very uniform fine aggregates were found to be likely to produce EFF mixtures that bleed excessively and are prone to segregation and flow problems. Further, limestone screenings produced the highest 28-day and maximum compressive strengths and river sand produced the lowest 28-day and maximum compressive strengths in PC-fly ash EFF mixtures. Four comparison EFF mixtures were also used in the study (1 TDOT and 3 air-entrained EFF mixtures). There appears to be an excellent relationship between compressive strength of air-entrained EFF mixtures and excavation difficulty. Further, air-entrained EFF mixtures are easier to excavate at the same compressive strength than non-air-entrained PC-Class F fly ash EFF mixtures. Finally, the Excavation Index (EI) combines the effects of compressive strength and density to predict excavatability. EFF mixtures with EI less than 10.0 are excavatable with a Case 580E backhoe. Studies were also conducted on a high-flow, rapid-set, non-excavatable fill. KW - Aggregates KW - Air entrainment KW - Cement content KW - Compressive strength KW - Excavations KW - Fills KW - Flow KW - Fly ash KW - Limestone aggregates KW - Portland cement KW - Sand KW - Segregation (Aggregates) KW - Trench backfill KW - Utility cuts UR - http://www.tdot.state.tn.us/longrange/reports/Res-1230.pdf UR - https://trid.trb.org/view/660922 ER - TY - ABST AN - 01459007 TI - Continued Support for the Ramp Metering System AB - No summary provided. KW - Congestion management systems KW - Ramp metering KW - Research projects KW - Traffic congestion KW - Traffic control KW - Traffic flow KW - Traffic safety UR - https://trid.trb.org/view/1227219 ER - TY - ABST AN - 01462997 TI - Countermeasures to Protect Bridge Abutments from Scour AB - The objective of this research is to develop and validate selection criteria and guidelines for the design and construction of countermeasures to protect bridge abutments and approach embankments from scour damage. The countermeasures considered shall include but not be limited to: (1) riprap at abutments, including the type and extent of filters that could be used under the protective riprap layer, the size of the riprap, and the extent the riprap should be placed up an abutment slope, into the channel, and on the approach embankment; (2) flow-altering devices such as guide banks, dikes, spurs, bendway weirs and other in-channel devices, including the size, type, placement, and feasibility of using these devices; and (3) nontraditional abutment scour countermeasures such as articulated or tied mats and blocks including the size, type, placement, and feasibility of using these devices. KW - Abutments KW - Bridge abutments KW - Bridge design KW - Bridges KW - Cable stayed bridges KW - Construction KW - Field studies KW - Gabions KW - Laboratory tests KW - National Cooperative Highway Research Program KW - Protection against environmental damage KW - Research projects KW - Riprap KW - Scour KW - Slope stability UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=717 UR - https://trid.trb.org/view/1231222 ER - TY - RPRT AN - 00969794 AU - LEE, K W AU - Marcus, A S AU - Mooney, K AU - Vajjhala, S AU - Kraus, E AU - Park, K AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF FLEXIBLE PAVEMENT DESIGN PARAMETERS FOR USE WITH THE 1993 AASHTO PAVEMENT DESIGN PROCEDURES PY - 2003/08/29 SP - 107 p. AB - The American Association of State Highway and Transportation Officials (AASHTO) published the "Guide for Design of Pavement Structures" (AASHTO Guide) in 1986, and updated it in 1993. Design parameters for use in the flexible pavement design module of the computer program, DARWin (Trademark) 2.01, which is based on the 1993 AASHTO Guide, were determined. Effective soil resilient modulus, layer coefficients, and drainage coefficients have been identified as three parameters essential to use the AASHTO Guide in Rhode Island. Representative materials for the state of Rhode Island have been acquired and fundamental testing was done to determine their properties. All the materials showed good soil classification. A series of laboratory resilient modulus tests were performed on two granular subgrade soils at four temperatures and three moisture contents using the AASHTO T292-91 testing procedure. Prediction equations were developed to determine the resilient moduli under Rhode Island environmental and field conditions. A procedure to estimate the cumulative 18-kip ESAL was developed utilizing the weigh-in-motion (WIM) data in Rhode Island. Layer coefficients for bound and granular subbase materials were estimated using the method described in the AASHTO Guide. The coefficients for subbase materials ranged from 0.09 to 0.22 with an average of 0.15 and bound layer from 0.34 to 0.47 with an average of 0.39. The drainage coefficients of the subbase materials were determined using the method recommended by AASHTO Guide. The drainage coefficient of the subbase materials ranged from 0.8 to 1.0 and the average is 0.9. The estimated parameters were applied to the AASHTO Guide and DARWin (Trademark) 2.01 software which resulted in thicknesses for each layer of the typical flexible pavement structures in Rhode Island. KW - American Association of State Highway and Transportation Officials KW - Computer programs KW - Drainage coefficient (Pavements) KW - Flexible pavements KW - Granular soils KW - Guidelines KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Modulus of resilience KW - Pavement design KW - Rhode Island KW - Subbase (Pavements) KW - Subgrade (Pavements) UR - https://trid.trb.org/view/680711 ER - TY - ABST AN - 01460738 TI - Test Methods for Characterizing Aggregate Shape, Texture, and Angularity AB - The properties of coarse and fine aggregates used in hot-mix asphalt and hydraulic cement concrete and unbound base and subbase layers are very important to the performance of the pavement system in which they are used. Particle shape, texture, and angularity are among the aggregate properties that have significant effects on performance. These properties vary widely with the type and source of aggregates and processing techniques. However, current aggregate specifications do not address in a direct manner the measurement of these properties, thus leading to inconsistent interpretation and use of test results. Several methods for measuring aggregate shape, texture, and angularity characteristics were developed in recent years, and others are being developed as part of ongoing research efforts. However, an evaluation of these methods--with respect to their practicality, labor requirements, ease of use, cost, versatility, field applicability, use in multiple ratio shape analysis, and other factors--has not been performed. Without this information, a rational recommendation for incorporating such test methods in aggregate specifications can not be made. Research is needed to evaluate potential test methods and identify or develop suitable test methods for measuring relevant properties in central and field laboratories, and to develop recommendations to help improve specifications for aggregates used in highway pavements. The objective of this research is to identify or develop, for use in central and field laboratories, suitable test methods for measuring shape, texture, and angularity characteristics of aggregates used in hot-mix asphalt and hydraulic cement concrete and unbound base and subbase layers of highway pavements. The research should focus on the characteristics of coarse aggregates, but may also consider the characteristics of fine aggregates. The research will make use of the information developed under NCHRP Project 4-30. KW - Aggregates KW - Aggregates by shape and surface texture KW - Asphalt KW - Cement content KW - Hot mix asphalt KW - Hydraulic cement KW - National Cooperative Highway Research Program KW - Research projects KW - Subbase materials KW - Test procedures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=863 UR - https://trid.trb.org/view/1228956 ER - TY - ABST AN - 01459041 TI - Research for AASHTO Standing Committee on Highways. Task 172. Development of an AASHTO Design-Build Request-for-Proposals Specification Guide AB - This study will develop guidelines for the use of design-build contracting, procurement, and administration. The panel broadened the proposed scope by directing that the study will include general administration of design-build contracts. KW - Design build KW - Development KW - Guidelines KW - National Cooperative Highway Research Program KW - Proposals KW - Research projects KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=509 UR - https://trid.trb.org/view/1227253 ER - TY - ABST AN - 01459056 TI - AASHTO Security Research Workshop and Forum AB - This project produced recommendations to AASHTO for 12 research projects in FY 2003. Preliminary project statements developed through a national research workshop in Los Angeles (March 2002) were prioritized during a national forum in Baltimore (April 2002). The prioritized recommendations were subsequently considered by American Association of State Highway and Transportation Officials (AASHTO's) Security Task Force in forming the FY 2003 NCHRP Security Research Program and in making arrangements to follow up with interested parties to carry out the slate of recommended projects. The contractor's Phase I report was provided to AASHTO in April 2002, and is available through the AASHTO web site. A Phase II workshop was held in January 2003, with a Phase II report received in March 2003. Research recommendations generated under the Phase II workshop were reviewed by the AASHTO Transportation Security Task Force in April 2003, and were reviewed by Panel 20-59 in June 2003. KW - Contractors KW - National Cooperative Highway Research Program KW - Recommendations KW - Research projects KW - Security KW - State of the practice KW - Training KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227268 ER - TY - ABST AN - 01459055 TI - Bridge/Tunnel/Highway Infrastructure Vulnerability Assessment Workshops AB - Three regional workshops were held in the first quarter of 2003. A Preliminary Draft Final Report is expected in June 2003. A Revised Final Report is expected in July 2003. KW - Assessments KW - Bridges KW - Highways KW - Infrastructure KW - National Cooperative Highway Research Program KW - Research projects KW - Security KW - Tunnels KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227267 ER - TY - ABST AN - 01459054 TI - FHWA/AASHTO Blue Ribbon Panel on Bridge and Tunnel Security AB - Contractor support has been provided for four meetings of the FHWA-appointed Blue Ribbon Panel. A report is expected to AASHTO in August 2003. KW - Bridges KW - National Cooperative Highway Research Program KW - Panel studies KW - Research projects KW - Security KW - Tunnels KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227266 ER - TY - ABST AN - 01459053 TI - White Paper on Highway Security Issues for Reauthorization AB - This project produced material needed by the American Association of State Highway and Transportation Officials (AASHTO). KW - Highways KW - National Cooperative Highway Research Program KW - Paper KW - Research projects KW - Security KW - White UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227265 ER - TY - ABST AN - 01459052 TI - National Needs Assessment for Ensuring Transportation Infrastructure Security AB - A Revised Final Report was received in December 2002. It is available through the American Association of State Highway and Transportation Officials (AASHTO) web site. KW - Infrastructure KW - National Cooperative Highway Research Program KW - National security KW - Needs assessment KW - Research projects KW - Security KW - Transportation safety KW - Websites (Information retrieval) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227264 ER - TY - ABST AN - 01459051 TI - State DOT Field Personnel Security Manual AB - A Draft Manual is expected in mid-2003. KW - Field tests KW - Manuals KW - National Cooperative Highway Research Program KW - National security KW - Personnel KW - Research projects KW - Security KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227263 ER - TY - ABST AN - 01459049 TI - Emergency Transportation Operations Preparedness and Response Workshop: Adaptations for Rural and International Border Crossing Situations AB - Statewide workshops in Washington, New Mexico, Minnesota, and Idaho were followed by a report, which was delivered to AASHTO in February 2004. KW - Adaptive control KW - Border regions KW - Emergency response time KW - International borders KW - National Cooperative Highway Research Program KW - National security KW - Research projects KW - Transportation operations KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227261 ER - TY - ABST AN - 01459048 TI - Secure Communication Infrastructure AB - The Phase I report was received in August 2002. An invitation-only Secure Communication Summit was held February 20-21, 2003. A Phase II report was received in March 2003. The 20-59(10) panel met in March 2002. The Phase 3 work plan has been approved. The contractor's final report is anticipated in August 2003. KW - Communication and control KW - Communication systems KW - Infrastructure KW - National Cooperative Highway Research Program KW - National security KW - Research projects KW - Security UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227260 ER - TY - ABST AN - 01459046 TI - Follow-up on A Guide to Updating Emergency Response Plans for Terrorist Incidents AB - This project is a continuation of Project 20-7/151A, and includes the compilation of user comments. The contractor's final report, "A Guide to Updating Highway Emergency Response Plans for Terrorist Incidents," was prepared for the American Association of State Highway and Transportation Officials (AASHTO) Transportation Security Task Force with funding provided through the National Cooperative Highway Research Program. KW - Emergency response time KW - Highway safety KW - Highways KW - Incident management KW - National Cooperative Highway Research Program KW - National security KW - Research projects KW - Terrorism UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227258 ER - TY - ABST AN - 01459045 TI - Follow-up on A Guide to Highway Vulnerability Assessment for Critical Asset Identification and Protection AB - This project is a continuation of Project 20-7/151B, and includes the compilation of user comments, including those stimulated through a presentation and a half-day workshop conducted under this project. The contractor's final report, "A Guide to Highway Vulnerability Assessment for Critical Asset Identification and Protection," was prepared for the American Association of State Highway and Transportation (AASHTO) Transportation Security Task Force with funding provided through the National Cooperative Highway Research Program. KW - Asset management KW - Critical values KW - Highways KW - National Cooperative Highway Research Program KW - National security KW - Protection KW - Research projects KW - Security UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227257 ER - TY - ABST AN - 01459043 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 - Materials KW - National Cooperative Highway Research Program KW - National security KW - Research projects KW - Security KW - Training programs UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227255 ER - TY - ABST AN - 01459057 TI - Strategic Plan for Transportation Information Management AB - The objective of the current study is to build on the findings and recommendations of the scoping study and develop the national strategic plan for a transportation information management fund through the mechanism of a TRB Division B Policy Study. KW - Information management KW - Management KW - Management information systems KW - National Cooperative Highway Research Program KW - Research projects KW - Strategic planning KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=651 UR - https://trid.trb.org/view/1227269 ER - TY - ABST AN - 01557261 TI - Research for the AASHTO Standing Committee on Planning. Task 38. Supplemental Evaluation in Support of NCHRP 25-17 AB - The purpose of this task is to re-evaluate the conclusions of the Final Report developed under National Cooperative Highway Research Program (NCHRP) Project 25-17 based on new emission factor models, new rules, and impending implementation guidance that were not available during the original research effort. The emissions and air quality modeling results will be re-evaluated based on the new MOBILE6 and EMission FACtor (EMFAC) models that were not available in time to be incorporated into the Project 25-17 efforts. The effects of new rules, such as the Heavy Duty/Low Sulfur Diesel Rule, that were not in place when the previous analysis was performed will also be included. In may also be important to factor in our current understanding of emerging rules (e.g., Clear Skies Initiative, Non-Road Engine Rules, etc.). The implications of the new models and new rules on SIP development and future conformity determinations will be determined. Ultimately, the conclusions of Project 25-17 will be confirmed or revised accordingly. KW - Air quality KW - Clear zones KW - Emission control systems KW - Exhaust gases KW - Fuel emulsions KW - National Cooperative Highway Research Program KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1342 UR - https://trid.trb.org/view/1346921 ER - TY - ABST AN - 01463139 TI - Nondestructive Testing Technology for Quality Control and Acceptance of Flexible Pavement Construction AB - Test methods used for in-place quality control and acceptance of individual flexible pavement layers and of new and rehabilitated flexible pavement systems have changed little in past decades. Such quality control and acceptance operations typically rely on nuclear density measurements or the results of testing conducted on pavement cores. Roughness measurements are often used to confirm that the newly constructed pavement has an adequate initial smoothness. More recently, nondestructive testing (NDT) methods, including lasers, ground-penetrating radar, falling weight deflectometers, penetrometers, and infrared and seismic technologies, have been significantly improved and have shown potential for use in the quality control and acceptance of flexible pavement construction. Furthermore, the Mechanistic-Empirical Pavement Design Guide uses pavement layer stiffness as a key material property. This has led to increased measurement of layer moduli by owner agencies, an activity that heretofore was not a typical component in the acceptance of a completed project. This research investigated the application of existing NDT technologies for measuring the quality of flexible pavements. Promising NDT technologies were assessed on field projects for their ability to evaluate the quality of pavement layers during or immediately after placement or to accept the entire pavement at its completion. The results identified several NDT technologies ready and appropriate for implementation in routine, practical quality control and acceptance operations. The objectives of this research are to: (1) conduct a field evaluation of selected Nondestructive testing (NDT) technologies to determine their effectiveness and practicality for quality control and acceptance of flexible pavement construction; and (2) based on the field evaluation results, recommend appropriate test protocols. The first phase of the project will identify existing NDT technologies with potential for in-situ testing of flexible pavement layers, including Hot Mix Asphalt (HMA), base, and subgrade, during new construction and HMA overlays during rehabilitation, and of the entire flexible pavement system at its completion. In selecting NDT technologies for field evaluation in Phase II, emphasis will be placed on those judged ready and appropriate for implementation in flexible pavement construction. KW - Acceptance tests KW - Construction KW - Flexible pavements KW - Hot mix asphalt KW - National Cooperative Highway Research Program KW - Nondestructive tests KW - Overlays (Pavements) KW - Quality control KW - Quality control KW - Rehabilitation (Maintenance) KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=285 UR - https://trid.trb.org/view/1231364 ER - TY - ABST AN - 01460889 TI - Top-Down Fatigue Cracking of Hot-Mix Asphalt Layers - Phase I AB - The objectives of this research are to (1) identify the mechanisms that govern the initiation and propagation of top-down fatigue cracking in HMA layers, (2) identify or develop method(s) of laboratory testing HMA mixtures for determining susceptibility of the HMA surface layer to this cracking, (3) determine the significant factors associated with the occurrence of top-down fatigue cracking, and (4) identify promising models for predicting the initiation and propagation of top-down cracking. KW - Asphalt KW - Fatigue strength KW - Hot mix asphalt KW - Laboratory tests KW - National Cooperative Highway Research Program KW - Pavement cracking KW - Pavement design KW - Pavement layers KW - Research projects KW - Surface course (Pavements) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=227 UR - https://trid.trb.org/view/1229107 ER - TY - RPRT AN - 00964895 AU - Polivka, K A AU - Faller, R K AU - Rohde, J R AU - Holloway, J C AU - Bielenberg, B W AU - Sicking, D L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT AND EVALUATION OF A TIE-DOWN SYSTEM FOR THE REDESIGNED F-SHAPE CONCRETE TEMPORARY BARRIER PY - 2003/08/22 SP - 107 p. AB - Often, temporary barriers are used in applications where it is desired that their deflection during vehicular impact be limited. One such application is in the installation of temporary barriers placed adjacent to the edge of a concrete bridge deck in order to maximize lane width. Acceptable tie-down systems for temporary barriers have previously been developed, but there are concerns when the barriers and tie-down systems are used on bridges that are reconstructed in stages and where very little tolerance in barrier deflection is allowable. Therefore, a rigid tie-down system was developed that minimizes barrier deflections. For this system, the original Kansas temporary barrier was redesigned in order to strengthen the barrier around the tie-down holes and to standardize the barriers for use in adjacent states and in various temporary and tied-down configurations. The tie-down anchor system fastened the traffic-side of the barriers to the concrete bridge deck with three 29-mm (1.125-in.) diameter ASTM A307 anchor bolts with heavy hex nuts and 76-mm (3-in.) x 76-mm (3-in.) x 13-mm (0.5 in.) thick washers. The research study included one full-scale vehicle crash test, using a 3/4-ton pickup truck. The full-scale test, with an impact speed of 99.8 km/hr (62.0 mph) and an impact angle of 25.3 deg, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down anchor system for use with concrete bridge decks and the redesigned F-shape temporary concrete barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350. KW - Barriers (Roads) KW - Bridge decks KW - Concrete KW - Deflection KW - Impact angle KW - Impact tests KW - NCHRP Report 350 KW - Performance KW - Pickup trucks KW - Speed KW - Temporary barriers KW - Tiedowns KW - Work zones UR - https://trid.trb.org/view/661593 ER - TY - ABST AN - 01460834 TI - Research for AASHTO Standing Committee on Highways. Task 179. Development of Operating Procedures for the Standing Committee on Highways AB - This study will develop a set of operating procedures or guidelines for use in conducting SCOH's business. KW - Development KW - Guidelines KW - National Cooperative Highway Research Program KW - Operations KW - Procedures KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1523 UR - https://trid.trb.org/view/1229052 ER - TY - ABST AN - 01460857 TI - Application of the LRFD Bridge Design Specifications to High-Strength Structural Concrete: Flexure and Compression Provisions AB - The objective of this research is to develop recommended revisions to the AASHTO LRFD Bridge Design Specifications to extend the applicability of the flexural and compression design provisions for reinforced and prestressed concrete members to concrete strengths up to 18 ksi. KW - Bridge design KW - Compression KW - Flexural strength KW - High strength concrete KW - National Cooperative Highway Research Program KW - Research projects KW - Specifications KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=353 UR - https://trid.trb.org/view/1229075 ER - TY - RPRT AN - 01109925 AU - Kowalsky, Mervyn J AU - Zia, Paul AU - Dwairi, Hazim M AU - Wilson, Randall AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - The Behavior of Prestressed High Performance Concrete Bridge Girders for US Highway 401 over the Neuse River in Wake County, NC PY - 2003/08/15/Final Report SP - 92p AB - This report represents phase three of US 401 HPC Bridge research project. It includes a full description of the bridge instrumentation for the purposes of in-service monitoring, controlled load testing and long-term monitoring. Effects due to thermal and traffic loading, over a period of four months, are reported. Strains and deflection due to controlled load testing are also reported, with comprehensive analysis of the results. KW - Deflection KW - Girders KW - High performance concrete KW - Instrumentation KW - Load tests KW - Monitoring KW - Prestressed concrete bridges KW - Strain (Mechanics) KW - Thermal loads KW - Traffic loads KW - Wake County (North Carolina) UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-17FinalReport.pdf UR - https://trid.trb.org/view/869602 ER - TY - RPRT AN - 01099472 AU - Kowalsky, Mervyn J AU - Zia, Paul AU - Dwairi, Hazim M AU - Wilson, Randall AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Behavior of a New High Performance Concrete Bridge on US 401 Over Neuse River in Wake County, North Carolina PY - 2003/08/15/Final Report SP - 92p AB - This report represents phase three of US 401 HPC Bridge research project. It includes a full description of the bridge instrumentation for the purposes of in-service monitoring, controlled load testing and long-term monitoring. Effects due to thermal and traffic loading, over a period of four months, are reported. Strains and deflection due to controlled load testing are also reported, with comprehensive analysis of the results. KW - Concrete bridges KW - Field tests KW - High performance concrete KW - High strength concrete KW - In service performance KW - Load tests KW - Monitoring KW - Prestressed concrete KW - Prestressed concrete bridges KW - Traffic loads UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-17FinalReport.pdf UR - https://trid.trb.org/view/859102 ER - TY - ABST AN - 01557262 TI - Research for the AASHTO Standing Committee on Planning. Task 37. A Retrospective on the Conditions and Performance Report AB - The objective of this task is the development of a series of papers in review followed by an invitation only conference of principal participants to assess past work and define future requirements. KW - Conferences KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Project management KW - Reports KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1253 UR - https://trid.trb.org/view/1346922 ER - TY - ABST AN - 01557260 TI - Research for the AASHTO Standing Committee on Planning. Task 39. Forecasting Travel Time, Delay, and Reliability AB - This research will attempt to identify a variety of ways to provide agencies with more cost-effective measures of travel time variation, delay, and individual reliability. New planning procedures, modeling techniques and decision-making algorithms may be necessary. This research will attempt to identify analytical methods to improve agencies' ability to forecast future values of highway travel time under varying degrees of congestion. From this, better estimates of delay (both vehicle and aggregate person-delay) can be generated. A second part of the research will identify improved yet not overly complex methods of estimating variation in travel time and delay under different future scenarios. The end product would be user-friendly guidance on how to improve urban and statewide travel models' ability to generate future speed, travel time, and variability data. It might also identify alternatives to the traditional four-step models that could provide this same data, such as simulation models (more costly and complex) or sketch-planning tools (less so.) KW - Cost effectiveness KW - Estimating KW - Forecasting KW - National Cooperative Highway Research Program KW - Reliability KW - Research projects KW - Traffic delays KW - Transportation planning KW - Travel time UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1254 UR - https://trid.trb.org/view/1346920 ER - TY - RPRT AN - 01457353 AU - Drnevich, Vincent P AU - Yu, Xiong AU - Lovell, Janet Elaine AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Beta Testing Implementation of the Purdue Time Domain Reflectometry (TDR) Method for Soil Water Content and Density Measurement PY - 2003/08/13/Final Report SP - 257p AB - The Purdue TDR method is a new technology for simultaneously measuring soil water content and dry density insitu. An ASTM standard for using TDR to measure soil water content and dry density based on Purdue TDR method was approved during the time span of this project and is designated ASTM D6780. The primary objective of this study was to take the Purdue TDR Method to the point where it is widely field tested by users on a broad spectrum of soils around the country. This goal was achieved by involving researchers at other universities and practitioners in federal and state agencies and in private practice firms. The results and feedback was obtained from Beta Partners by Purdue University for evaluation and further analysis. Major achievements in this research include: 1) Involvement of Beta Partners - Six Beta partners including two universities, two private firms and two state DOTs were involved in this project and instructions were provided to each Beta Partners. Involving these Beta partners provided a large span of field applications and research feedback. Results from testing performed were compared with existing technologies and provided the basis for the precision and bias statements needed for ASTM D6780. Based on feedback from extensive field tests, testing procedures were improved. Meanwhile, the testing equipment was refined and integrated, which made the testing system both more robust and easier to handle. The overall cost of the testing system has also been significantly reduced, which made it more economically competitive for mass production. 2) Testing automation - A new generation of electronics was identified and incorporated into the Purdue TDR test, the new TDR100 by Campbell Scientific, Inc. Corresponding software for automation was designed and systematically improved. This provided a user friendly interface and facilitated performance of TDR testing process. Preliminary feedback from using the computer software is satisfactory. The efforts and achievements on testing automation also built up the basis for a developing a more compact package in the future. 3) One step method for TDR testing - A simplified procedure to that described by ASTM D6780 to measure soil water content and dry density was discovered, which is an important product of this project. The simplified procedure is called the one-step method since it only requires one field TDR reading. The one-step method achieved this simplification by incorporating information of bulk electrical conductivity from TDR signal in addition to the apparent dielectric constant used by previous TDR test. A scheme to account for the difference between field conditions and laboratory situations was developed, which serves as the basis of the one step method. A simplified temperature compensation scheme was also designed which makes it possible for the one-step method to deal with complex field situations. Computer software was developed to automate the performance of one-step method in the field. TDR for non-conventional materials - The discoveries in developing the one step method as well as the advancement in software development significantly expanded the application domain of the TDR system. More potential new applications for TDR technology in civil engineering practice were identified. One of these is the application of TDR to non-conventional materials such as fly ash, lime stabilized soil and Portland cement concrete. The range of applications for the TDR technology developed in this research is ever broadening and will have significant impact in the future on the testing of civil engineering materials. KW - Compaction KW - Density KW - Dielectric properties KW - Electrical conductivity KW - Moisture content KW - Silts KW - Soil water KW - Soils KW - Time domain reflectometers UR - http://dx.doi.org/10.5703/1288284313153 UR - https://trid.trb.org/view/1218831 ER - TY - RPRT AN - 00969879 AU - Bryden, J E AU - James E. Bryden AU - Federal Highway Administration TI - TRAFFIC CONTROL HANDBOOK FOR MOBILE OPERATIONS AT NIGHT: GUIDELINES FOR CONSTRUCTION, MAINTENANCE AND UTILITY OPERATIONS PY - 2003/08/12 SP - 53 p. AB - This report is a synthesis of current practices for performing mobile highway operations at night. The information presented in this report is based on a review of work zone manuals from a selection of state and local highway agencies, discussions with highway officials, and field observations of a select number of nighttime highway mobile work zone operations. KW - Handbooks KW - Highway maintenance KW - Night KW - Road construction KW - State of the practice KW - Work zone traffic control UR - http://www.dot.state.il.us/blr/l023.pdf UR - https://trid.trb.org/view/680947 ER - TY - ABST AN - 01459013 TI - Seismic Performance Testing Guidelines for Bridge Piers AB - No summary provided. KW - Bridge piers KW - Guidelines KW - Performance tests KW - Research projects KW - Seismicity UR - https://trid.trb.org/view/1227225 ER - TY - ABST AN - 01460878 TI - Using American Community Survey Data for Transportation Planning AB - The objective of this research is to develop a practitioner guidebook for incorporating American Community Survey (ACS) data into the transportation planning processes at national, state, metropolitan, and local levels. The guidebook must evaluate ACS data and products and demonstrate their uses within a wide range of transportation planning applications. Recommended applications and procedures will be based on both theoretical and practical considerations. KW - Communities KW - Data collection KW - Local government KW - Metropolitan areas KW - National Cooperative Highway Research Program KW - Research projects KW - Surveys KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=924 UR - https://trid.trb.org/view/1229096 ER - TY - ABST AN - 01460886 TI - Design of Construction Work Zones on High-Speed Highways AB - The objective of this project is to develop a methodology that assists designers in developing appropriate design and traffic control recommendations for safe and efficient movement of traffic through construction work zones on high-speed highways. For the purpose of this project, the definition of high speed shall be consistent with AASHTO guidelines. This project includes both urban and rural highways. A design decision-making methodology should be developed to provide a comprehensive, systematic review of the components (e.g., horizontal and vertical alignment, lane widths, reverse crowns/superelevations, drainage, and trucks) of design and traffic control plans for construction work zones. KW - Alignment KW - Construction safety KW - Design KW - High speed ground transportation KW - Lane occupancy KW - National Cooperative Highway Research Program KW - Research projects KW - Traffic control KW - Width KW - Width KW - Work zone traffic control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=823 UR - https://trid.trb.org/view/1229104 ER - TY - ABST AN - 01459012 TI - Perform Lab Test on Soft Organic Soils to Evaluate Use of Deep Soil Mixing Techniques AB - No summary provided. KW - Laboratory tests KW - Mixing KW - Organic soils KW - Research projects UR - https://trid.trb.org/view/1227224 ER - TY - ABST AN - 01546313 TI - Research for the AASHTO Standing Committee on Public Transportation AB - The American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Public Transportation (SCOPT) is called upon to provide information for the establishment of policies and positions of the state transportation departments on issues associated with the nation's transportation system. The Committee needs information on a reasonably prompt basis, through a continuing research project geared to its responsibilities. AASHTO member departments require timely information regarding transit planning, operations, transit delivery, and related matters as state involvement in public transportation continues to grow. This project comprises a program of quick-response research tasks to assist in the fulfillment of SCOPT and AASHTO responsibilities. Research conducted responds to public transportation issues of importance to SCOPT, AASHTO, and state departments of transportation. For example, when any new or revised federal transportation regulations related to transit are proposed or finalized, research is typically needed to develop new methods, processes, and procedures to ensure their effective and timely implementation. KW - American Association of State Highway and Transportation Officials KW - Implementation KW - Procedures KW - Public transit KW - Research projects KW - State departments of transportation KW - Transit traffic KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=650 UR - https://trid.trb.org/view/1333195 ER - TY - ABST AN - 01460923 TI - Precast Systems for Rapid Construction of Bridge Substructures AB - The Bridge Office is beginning a program of research into bridge designs that facilitate rapid construction. This study will develop practical and safe precast systems for the construction of bridge substructures taking advantage of concepts recently developed for buildings. Verification of the design will be done through instrumentation of an upcoming WSDOT structure. Primary benefits of the precast systems would be shorter construction time and less disruption of traffic. KW - Bridge design KW - Bridge substructures KW - Construction KW - Design KW - Precast concrete KW - Research projects KW - Work zone traffic control UR - https://trid.trb.org/view/1229141 ER - TY - ABST AN - 01460852 TI - Crash Reduction Factors for Traffic Engineering and ITS Improvements AB - The objective of this project is to develop reliable Crash Reduction Factors (CRFs) for traffic engineering, operations, and Intelligent Transportation Systems (ITS) improvements. Reliable CRFs, at a minimum, meet the following criteria: (1) The CRFs are methodologically and statistically valid. Expert judgment is not a substitute for rigorous analysis. Separate values for CRFs (or a method for adjusting the CRFs) are tabulated that account for various influencing factors such as the highway facility, operating condition, weather, time of day, percentage of truck traffic, and pre-existing crash history as appropriate. (2) The applicability of the CRF is known and documented. For example, some CRFs may denote an impact on crashes only at a specific location whereas other CRFs may affect crashes for an entire stretch of roadway, or some CRFs may apply only to specific accident types or to specific pre-existing conditions (e.g., high percentages of wet weather crashes). (3) The CRFs reflect improvements or combinations of improvements that are of interest to Departments of Transportation (DOTs.) Such improvements could, for example, include (i) adding a centerline rumble strip, (ii) modifying a signal in conjunction with adding a left-turn lane or (iii) increasing the frequency of a safety service patrol in concert with improved variable message sign (VMS) signing. (4) The CRFs should represent the different crash categories that reflect the impact of the improvement. Crash categories might include total crashes, severe injury crashes, property damage only crashes, and specific crash types (such as rear end and angle). (5) The CRFs reflect variability. The best estimate of the CRFs, along with some technique that reflects their variability (such as ranges, confidence intervals, standard deviation, or some other technique) should be presented. KW - Center lines KW - Crash injuries KW - Improvements KW - Intelligent transportation systems KW - National Cooperative Highway Research Program KW - Research projects KW - Rumble strips KW - Safety KW - Traffic engineering UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=451 UR - https://trid.trb.org/view/1229070 ER - TY - RPRT AN - 01618841 AU - Salas, R M AU - Kotys, A L AU - West, J S AU - Schokker, A J AU - Breen, J E AU - Kreger, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Long-Term Post-Tensioned Beam Exposure Test Specimens: Final Evaluation PY - 2003/08//Research Report SP - 221p AB - In the last few years, the effectiveness of cement grout in galvanized or polyethylene ducts, the most widely used corrosion protection system for multistrand bonded post-tensioned concrete tendons, has been under debate, due to significant tendon corrosion damage, several reported failures of individual tendons as well as a few collapses of non-typical structures. While experience in the USA has been generally good, some foreign experience has been less than satisfactory. This report is part of a comprehensive research program started in 1993, which has the objectives to examine the use of post-tensioning in bridge substructures, identify durability concerns and existing technology, develop and carry out an experimental testing program, and conclude with durability design guidelines. Three experimental programs were developed: A long term macrocell corrosion test series, to investigate corrosion protection for internal tendons in precast segmental construction; a long term beam corrosion test series, to examine the effects of post-tensioning on corrosion protection as affected by crack width; and, a long term column corrosion test series, to examine corrosion protection in vertical elements. Preliminary design guidelines were developed previously in the overall study by the initial researchers, after an extensive literature review. This report documents the final evaluation of the long-term post-tensioned beam exposure test specimens, after comprehensive autopsies of selected beams and updating the durability design guidelines based on the exposure testing and autopsy results. After autopsies were performed, overall findings indicate negative durability effects due to the use of mixed reinforcement, galvanized steel ducts, and industry standard or heat-shrink galvanized duct splices. The width of cracks was shown to have a direct negative effect on specimen performance. Grout voids were found to be detrimental to the durability of both galvanized ducts and strand. On the other hand, very positive effects were found with the use of high performance concrete, high post-tensioning levels, and plastic ducts. KW - Bridge substructures KW - Cement grouts KW - Corrosion protection KW - Corrosion tests KW - Crack width KW - Design KW - Ducts KW - Durability KW - Exposure testing KW - Galvanized steel KW - Guidelines KW - High performance concrete KW - Plastic ducts KW - Posttensioning KW - Precast concrete KW - Segmental construction KW - Tendons (Materials) UR - http://ctr.utexas.edu/wp-content/uploads/pubs/0_1405_7.pdf UR - http://ntl.bts.gov/lib/60000/60500/60563/0_1405_7.pdf UR - https://trid.trb.org/view/1439966 ER - TY - RPRT AN - 01616146 AU - Chavez, Cesar Ivan Medina AU - McCullough, B Frank AU - Fowler, David W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design of a Post-Tensioned Prestressed Concrete Pavement, Construction Guidelines, and Monitoring Plan PY - 2003/08//Research Report SP - 342p AB - Prestressed Concrete Pavement (PCP) has been around for almost 60 years. Its application started in Europe in the 1940s, and since then it has been applied with fair success in other countries, including the United States. Domestic application of this technology has been limited for different reasons, mainly due to the lack of well-defined or standard design and construction procedures. In the United States PCPs have been constructed in Pennsylvania, Mississippi, Arizona, Illinois, and Texas. In 1985 the Center for Transportation Research (CTR) at the University of Texas at Austin designed and constructed a one-mile PCP section that, after more than 17 years of service under heavy traffic loads, is still in very good condition. Although the overall performance of the PCP constructed in Texas has surpassed expectations, there are still design and construction flaws that need to be corrected. In 1999 the Texas Department of Transportation (TxDOT) funded a research project that required the design and construction of a new, improved PCP section in Texas. The work presented herein attempts to provide a design methodology and preliminary construction guidelines and specifications for a generic PCP. Additionally, the study implements the design procedure for a PCP to be constructed on IH 35 in Hillsboro, Texas. It is believed that this investigation will provide valuable information and a positive step towards the standardization of the PCP application. The results from the study show that PCP construction is very promising and provides long-term low-maintenance pavements at a competitive life-cycle cost. During the last few years there has been an increased use of this paving technology, and it is hoped that the outstanding performance of several previous projects and lessons learned from the not-so-successful projects will lead to new improvements to PCP methods of design and construction that will produce high-performance pavements. KW - Design methods KW - Guidelines KW - Hillsboro (Texas) KW - Pavement design KW - Paving KW - Posttensioning KW - Prestressed concrete pavements KW - Specifications KW - Standardization KW - Texas UR - http://ctr.utexas.edu/wp-content/uploads/pubs/0_4035_1.pdf UR - https://trid.trb.org/view/1428891 ER - TY - ABST AN - 01458760 TI - Dowel Bar Retrofit Mix MR0301, Construction Report AB - Based on initial data, the production rates achieved with the experimental mix will probably not allow the experimental mix to be competitive with other proprietary mixes currently used due to feasibility. However, if the experimental mix proved to provide effective load transfer across transverse joints for a longer duration, and also proved to be more durable, the life cycle costs may prove the experimental mix feasible at that time. KW - Dowels (Fasteners) KW - Durability KW - Experiments KW - Feasibility analysis KW - Life cycle costing KW - Load transfer KW - Mix design KW - North Dakota KW - Research projects KW - Retrofitting UR - https://trid.trb.org/view/1226972 ER - TY - RPRT AN - 01457356 AU - Frosch, Robert J AU - Wolf, Tyler S AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Simplified Shear Design of Prestressed Concrete Members PY - 2003/08//Final Report SP - 109p AB - Design methods for the shear resistance of reinforced and prestressed concrete beams are based on empirical evidence. Due to different approaches in their development different equations are used to calculate the shear strength of reinforced and prestressed concrete. Recent research conducted by Tureyen has proposed a simplified shear model for reinforced concrete which is primarily based upon mechanics and corresponds well with a wide range of test results. The objective of this research was to determine the applicability of the shear model to prestressed concrete. The applicability of the shear model was evaluated by a comparison of its results with the results of a database of 84 specimens which failed in shear. This analysis indicated that the shear model is applicable to prestressed sections. The shear model was simplified to develop an equation which is suitable for design office use. This equation is consistent with that proposed by Tureyen for reinforced concrete and unifies the design of these sections. As most prestressed sections designed are either T or I in shape, the research also investigates the use of the simplified design equation for these sections. Based on a comparison with test results, it is shown that the simplified design equation works well and provides a consistent factor of safety. A design example is presented to illustrate the differences between the proposed design equation and the current ACI 318 and AASHTO 16th Edition provisions. Differences resulting from the different design methods are highlighted and discussed. As the proposed design equation requires calculation of the neutral axis depth, a simple hand-calculation procedure is also developed to approximate this value for prestressed sections. Finally, recommendations are provided for the proper implementation of the proposed method in design practice. KW - Beams KW - Design KW - Prestressed concrete KW - Reinforced concrete KW - Shear strength UR - http://dx.doi.org/10.5703/1288284313315 UR - https://trid.trb.org/view/1218839 ER - TY - RPRT AN - 01457347 AU - Wei, Ting AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Weigh-In-Motion Data Checking and Imputation PY - 2003/08//Final Report SP - 70p AB - There are about 46 weigh-in-motion (WIM) stations in Indiana. When operating properly, they provide valuable information on traffic volumes, vehicle classifications, and axle weights. Because there are great amounts of WIM data collected everyday, the quality of these data should be monitored without further delay. The first objective of this study is to develop effective and efficient methods to identify missing or erroneous WIM data. The second objective is to develop a data imputation method to update the missing or erroneous data. This report describes the WIM data checking process on both a monthly and a daily basis. The Weigh-In-Motion Daily Data Checking (WDDC) program is introduced. The whole procedure requires very little human intervention, and provides a convenient way to check daily summary data. This report also describes several imputation methods in the experiment of imputing 7-day data. KW - Data collection KW - Data quality KW - Imputation KW - Indiana KW - Traffic volume KW - Vehicle classification KW - Vehicle weight KW - Weigh in motion UR - http://dx.doi.org/10.5703/1288284313349 UR - https://trid.trb.org/view/1218840 ER - TY - RPRT AN - 01457344 AU - Kanekal, Sanjeev AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INDOT Highway Needs Analysis - Impacts of Physical Features (Horizontal and Vertical Curvature) PY - 2003/08//Final Report SP - 163p AB - The INDOT Long-Range Planning Section has developed a set of planning tools that will support the system-level analysis of the state transportation system. These tools are employed to monitor transportation system performance, identify highway needs, and provide a quantitative analysis of the impacts of transportation improvement projects. One such tool is HERS/IN (Indiana Highway Economic Requirements System). The HERS/IN model identifies deficiencies in pavement, capacity, and alignment by referring to the Highway Performance Monitoring System (HPMS) data of the roadway sections. The HERS model uses a method to accommodate the curve and grade data and, based on these data, it identifies highway alignment deficiencies. The roadway curve and grade data were collected in 1994 as a part of INDOT’s Pavement Management System. INDOT’s Long-Range Planning Section experienced difficulty in verifying these data and breaking it into meaningful segments. Therefore, the Indiana HPMS database did not include the curve and grade data. As a result, alignment deficiencies were not considered in the initial applications of HERS/IN. The objectives of the research project are to evaluate the curve and grade data available to INDOT and suggest a methodology that allows INDOT to identify alignment improvement projects, and to prioritize these projects. During the course of the project, the authors researched the various techniques used by other states to prepare the curve and grade database. The authors also learned about how other states program alignment correction projects. The authors evaluated the curve and grade data available to INDOT and how it can be used in HERS/IN to identify alignment correction projects. The research project provides INDOT with guidelines on how to efficiently program alignment correction projects. KW - Alignment KW - Highway curves KW - Highway Economic Requirements System KW - Highway grades KW - Indiana KW - Indiana Department of Transportation KW - Needs assessment UR - http://dx.doi.org/10.5703/1288284313248 UR - https://trid.trb.org/view/1218835 ER - TY - RPRT AN - 01457237 AU - Johnson, Daniel L AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Automated Road Closure Gate Needs Assessment and I-90, Exit 67 Electric Actuator Project PY - 2003/08//Final Report SP - 64p AB - Nearly all of South Dakota’s road closure gates were installed in the early 1980’s and few modifications have occurred to the gates since the original installations. This study examined possible changes to South Dakota road closure gates, including ways that automated features might be incorporated to make intended functionality more amenable. The ultimate goals of the project were to improve road closure gate operations and minimize the safety concerns for the South Dakota Department of Transportation (SDDOT) maintenance personnel at road closure sites. The study required an overall assessment of road closure sites around the state to determine the performance issues surrounding existing gate configurations. The study then proceeded to relate what types of modifications might be warranted at each of the various sites, along with an assessment as to the extents that automation might be introduced. Reviews of literature focusing on state-of-the-art road closure equipment, various methodologies to perform road closures, and the dictates that frame the performance of road closures resulted in the accumulation of a variety of material on the subject. The research efforts to perform detailed assessments of road closure sites on a statewide basis were performed through in-depth surveys of maintenance personnel at SDDOT Area Offices. Other information was gathered through on-site visits to road closure locations both in-, and out of the state. To facilitate the analysis efforts of the automated aspects, an actual installation of electrically actuated drop-arm style gates was performed for testing and evaluation purposes. The “test installation” was meant to evaluate the reliability of the design, mechanical, and operational characteristics of this type gate in comparison to similar characteristics found in South Dakota’s existing swing-type gates. The investigations of South Dakota’s existing road closure gate systems and their functional performance led to conclusions that the currently used gates do need to be replaced. However, the history collected on the existing gates frequency of use turned out to be a primary piece of evidence that indicated the gate replacement alternatives should not include very high costs, be greatly sophisticated, or include very extensive levels of automation. Study findings eventually led to conclusions that the implementation of basic, low cost equipment configurations at South Dakota road closure sites would be the best overall approach. Recommendations for alternative site treatments at the various road closure locations are based on criteria that strongly evidenced this strategy. However, research findings also indicated the SDDOT will need to ensure that applicable laws, policies, and procedural definitions for the performance of road closures in the state are closely adhered to during the implementation efforts. KW - Automated road closure gates KW - Automation KW - Gates KW - Highway safety KW - Lane closure KW - Literature reviews KW - Maintenance personnel KW - South Dakota KW - State of the art UR - http://www.sddot.com/business/research/projects/docs/SD2001_08_Final_Report.pdf UR - https://trid.trb.org/view/1225423 ER - TY - RPRT AN - 01391030 AU - Federal Highway Administration TI - Full road closure for work zone operations: a cross-cutting study: reducing congestion and crashes through full road closure for maintenance and construction PY - 2003/08 SP - 40p KW - Construction site KW - Highway maintenance KW - Highway traffic control KW - Lane closure KW - Road closure KW - Road construction KW - Road construction KW - Road maintenance KW - Traffic accident KW - Traffic congestion KW - Traffic congestion KW - Traffic crashes KW - Traffic diversion KW - Traffic management UR - https://trid.trb.org/view/1158796 ER - TY - RPRT AN - 01363759 AU - Layton, Gilbert AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Polymer for Soil Stabilization PY - 2003/08//Final Report SP - 14p AB - Based upon field site inspection, toxivity testing and simulated rainfall tests it was determined that the soil polymer product performed within established guidelines. There was an 87% reduction in rilling at the 10 foot point, and 100% on the upper +/- 80% of the slope. With the cost of soil stabilizers averaging 10% of the cost of installed erosion mat, these products are extremely cost effective. The Wisconsin Department of Transportation (WisDOT) Product Acceptability List (PAL) Committee approved the product at it’s May 1, 2003 meeting. KW - Cost effectiveness KW - Erosion control KW - Polymers KW - Rainfall KW - Slope stability KW - Soil stabilization KW - Toxicity UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-06-03polymer1.pdf UR - https://trid.trb.org/view/1132253 ER - TY - RPRT AN - 01334407 AU - Emory, Scott A AU - Fanz, Amy K AU - Lawrence, John W AU - Zebooker, Betty AU - Mikolic, Frank AU - A. D. Marble and Company AU - Herbert, Rowland and Grubic, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Byways to the Past Technical Series, Volume 5: Philipsburg Tannery. Phase III Data Recovery Investigation, Philipsburg Tannery Site (36CE495), S.R. 0322, Sections C08/C09/A03, Borough of Philipsbur, Rush Township, Centre County, Pennsylvania PY - 2003/08//Cultural Resources Report SP - 140p AB - This report presents the results of a Phase III Data Recovery conducted by A.D. Marble & Company as part of the proposed S.R. 0322 Philipsburg Transportation Improvement Project in the town of Philipsburg, Rush Township, Centre County, Pennsylvania. The Phase III Data Recovery was conducted for the Pennsylvania Department of Transportation (PennDOT), Engineering District 2-0. The 3.8-acre (1.5-ha) Area of Potential Effect (APE), recorded as the Philipsburg Tannery Site (36Ce495), was restricted to an area bordered by Cold Stream to the north, 13th Street to the south, wetlands to the east, and residential dwellings to the west. Previous Cultural Resources investigations by Mercyhurst Archaeological Institute (1995) and McCormick, Taylor and Associates (1997, 1998, 1999) identified cultural remains within the area of the Philipsburg Tannery. Based on the large number of intact structural and cultural features exposed during the Phase II investigation, it was determined that the Philipsburg Tannery Site possessed eligibility for inclusion in the National Register of Historic Places. The Phase III Data Recovery of the Philipsburg Tannery Site (36Ce495) produced a significant body of information concerning the temporal and spatial development of the Philipsburg Tannery. The archaeological and historical data gathered from this project presents the Philipsburg Tannery not as a small, craft operation, but as a large production geared towards competing in a national market. The Philipsburg Tannery employed the most current equipment and a facility layout that maximized productivity. The new information collected from the Phase III Data Recovery of the Philipsburg Tannery Site will contribute to the general knowledge of late-nineteenth-century industrial tanneries. KW - Archaeological surveying KW - Centre County (Pennsylvania) KW - Cultural resources KW - Highway planning KW - Historic sites UR - https://trid.trb.org/view/1097807 ER - TY - RPRT AN - 01154673 AU - Zwahlen, H T AU - Russ, Andrew AU - Vatan, Sahika AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Field Evaluation of Unlighted Overhead Guide Signs Using Older Drivers PY - 2003/08//Final Report SP - 179p AB - Twenty older drivers, aged 63 to 81 (average 72.1), with corrected visual acuity ranging from 20/20 to 20/29 (average 20/25), evaluated six sign material and lighting combinations under nighttime conditions on US Route 30 near Mansfield, Ohio. The tested material combinations, all unlighted unless noted otherwise, were (legend on background) beaded Type III on beaded Type III, lighted beaded Type III on beaded Type III, Type VIII on microprismatic Type III, Type IX on beaded Type III, Type IX on Type IX, and Type VII on beaded Type III. Evaluators sat in the passenger seat and middle center seat of a 2002 Dodge Caravan. Headlights were kept on low beam. The evaluation loop was driven twice, once approaching signs in the left lane, and once approaching in the right lane. The evaluators completed questionnaires regarding sign visibility, legibility, and appearance after driving under each sign group and also an exit interview on the same topics at the end of the evaluation. Based on questionnaire responses, the highest rated sign groups in terms of legibility and visibility were Type IX on Type IX and Type VII on beaded Type III, which in the exit interview were deemed acceptable for nighttime use by 80% and 65% of evaluators, respectively. In contrast, the lighted beaded Type III on beaded Type III sign, representing existing signing practice in Ohio, was deemed acceptable by only 40-45% of evaluators. The Type VIII on microprismatic Type III sign performed about as well as the lighted sign group, receiving higher scores on the relevant questions on the Exit Interview (60% for legibility, 55% for visibility), but performing worse on the Sign Evaluation Forms. The Type IX on beaded Type III, a favored option in the previous study, performed noticeably still worse, and the unlighted beaded Type III on beaded Type III had the worst performance overall, as was the case in the previous study. Given that the Type IX on Type IX and Type VII on beaded Type III was clearly favored by evaluators over the lighted sign group, it appears that switching from lighted signs to unlighted signs using Type VII on beaded Type III or Type IX on Type IX materials may represent an actual improvement for older drivers, in addition to having benefits in terms of saving on electricity, lighting maintenance costs, and worker/traffic hazards. With the greater needs of older drivers, the use at short distance of Type IX on Type IX signs instead of the previously suggested Type IX on beaded Type III is recommended. KW - Aged drivers KW - Contrast KW - Evaluation KW - Guide signs KW - Lighting KW - Luminance KW - Materials KW - Night visibility KW - Overhead traffic signs KW - Retroreflectivity KW - Sign sheeting UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A53174546 UR - https://trid.trb.org/view/915642 ER - TY - RPRT AN - 01089506 AU - Hall, Jerome W AU - Rutman, Elizabeth W AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Work Zone Safety: Analysis of Crashes, Speeds, and Traffic Flow During the Reconstruction of the I-25/I-40 Interchange PY - 2003/08//Final Report SP - 36p AB - An analysis of crashes, speeds and traffic flow was done during the reconstruction of the “Big I” I-25/I-40 interchange in Albuquerque, New Mexico. Work zone traffic safety, speed, and saturation flow rate were assessed. Researchers analyzed the characteristics of crashes, proper and improper traffic control methods, and the efficacy of innovation in speed signs and monitored the combined effect of numerous physical and operational factors on traffic flow rates in urban freeway construction areas. Recommendations were made for reducing construction zone crashes. The main safety goal of work/construction zones is to reduce exposure to construction duration and traffic. The study found that as saturation flow rates increased, collisions increased. A cause and effect relationship was not found between innovative speed signs and a reduction in motorist speed. Motorists don’t want to limit speed unless physical conditions force motorists to acknowledge that a speed reduction is necessary, unless a highway patrol officer is enforcing speed regulations, or unless there is any other equivalent of a 2X4 to the motorist’s head. KW - Crash characteristics KW - Crashes KW - Interchanges KW - Saturation flow KW - Speed signs KW - Traffic flow KW - Traffic flow rate KW - Traffic speed KW - Work zone safety KW - Work zone traffic control UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM00SAF01_I-40WORKZONE2003.pdf UR - https://trid.trb.org/view/849924 ER - TY - RPRT AN - 01074782 AU - Federal Highway Administration TI - Memorial Bridge Project: environmental impact statement PY - 2003/08//Volumes held: Draft, Section 4(f) B1, Final KW - Environmental impact statements KW - North Dakota UR - https://trid.trb.org/view/834176 ER - TY - RPRT AN - 01074694 AU - Federal Highway Administration TI - US 89 from Fairfield to Dupuyer corridor study, Teton amd Pondera counties : environmental impact statement PY - 2003/08//Volumes held:D, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/834088 ER - TY - RPRT AN - 01001580 AU - Itani, Rafik AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Effects of Retrofitting Applications on Reinforced Concrete Bridges PY - 2003/08//Research Report SP - 84p AB - The objective of this research is to evaluate the effects of different retrofit applications on the global response of short-span reinforced concrete bridges. The global responses investigated include structural displacement and ductility. Modeling element characterizations that vary with the associated retrofit applications are taken as parameters in the sensitivity study. Retrofitting methods addressed in this study include steel jacketing of columns, foundation retrofit, and abutment retrofit. The corresponding parameters representing structural elements include various column-jacketing plans, linear foundation springs, and nonlinear abutment springs. A three-dimensional nonlinear finite-element model of the Dry Wash Bridge was developed and the results were used as the baseline in the parametric studies. A nonlinear modal pushover procedure was employed to perform the analyses in the longitudinal and transverse directions of the bridge. Results were analyzed by conducting a parametric study to evaluate the effects of different retrofit schemes on the bridge's global behavior. KW - Abutment springs KW - Bridge abutments KW - Bridge foundations KW - Columns KW - Ductility KW - Finite element method KW - Foundation springs KW - Jacketing (Strengthening) KW - Mathematical models KW - Reinforced concrete bridges KW - Retrofitting KW - Short span bridges KW - Structural displacement UR - http://www.ce.wsu.edu/TRAC/Publications_Reports/570.1%20Retrofitting%20Applications%20on%20Reinforced%20Concrete%20Bridges.doc UR - http://www.wsdot.wa.gov/research/reports/fullreports/570.1.pdf UR - https://trid.trb.org/view/757364 ER - TY - RPRT AN - 01001209 AU - Nassif, Hani AU - Suksawang, Nakin AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Development of High-Performance Concrete for Transportation Structures in New Jersey PY - 2003/08//Final Report SP - 124p AB - The primary objective of this research is to identify high performance concrete (HPC) mix proportions that are suitable for transportation infrastructure in New Jersey. Two classes of concrete with compressive strengths ranging from 6 to 12 ksi are developed. Extensive information is available in the literature covering various aspects of HPC. Show case projects have been built in a number of northeast states including New Hampshire and Virginia. The research plan involves: (i) review of existing information, (ii) selection of mix proportions suitable for New Jersey using local aggregates and the proportions in Class A concrete, (iii) evaluation of trial mixes prepared in the laboratory and at least one ready-mix industry, (iv) evaluation of mechanical and long-term properties, and (v) preparation of specifications for the implementation of HPC in future projects. KW - Admixtures KW - Aggregates KW - Compressive strength KW - Evaluation KW - High performance concrete KW - Infrastructure KW - Laboratory tests KW - Mechanical properties KW - New Hampshire KW - New Jersey KW - Proportioning KW - Structures KW - Virginia UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-016.pdf UR - https://trid.trb.org/view/757025 ER - TY - RPRT AN - 00989245 AU - Bhat, C R AU - Conoor, S S AU - Nerella, S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - GIS-INTEGRATED TRAFFIC INPUT MODELS FOR MOBILE-SOURCE EMISSIONS ANALYSIS PY - 2003/08 SP - 84 p. AB - The Environmental Protection Agency recently released the latest version of its mobile-sources emissions model, MOBILE6, its first major update to the MOBILE series since 1996. This model will soon become the required standard for air quality conformity analysis transportation conformity measure (TCM) effectiveness analysis. A brief review of the input requirements of the MOBILE6 emissions factor model is presented which is followed by a more detailed discussion of the traffic-related input needs of the model. In particular, the various issues involved in the modeling of vehicle registration distribution and the vehicle miles traveled (VMT) distribution, the methodology adopted, data acquisition and analysis, and the modeling results are discussed. The report also briefly describes the geographic information system (GIS)-based software application developed to facilitate TCM analysis. Some simple TCM scenarios that were analyzed as part of the study are also presented to better explain the application of the software to perform TCM analyses. KW - Air quality management KW - Conformity KW - Data analysis KW - Data collection KW - Exhaust gases KW - Geographic information systems KW - MOBILE6 (Computer model) KW - Registrations KW - Traffic models KW - Vehicle miles of travel UR - http://www.utexas.edu/research/ctr/pdf_reports/4377_3.pdf UR - https://trid.trb.org/view/755021 ER - TY - RPRT AN - 00989244 AU - Hon, S L AU - Barrett, M E AU - Malina, J F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PROCESS FRAMEWORK FOR IDENTIFYING AND PRIORITIZING WATER QUALITY IMPROVEMENT FOR MEETING TMDLS IN TEXAS PY - 2003/08 SP - 246 p. AB - The objectives of this research are to help the Texas Department of Transportation (TxDOT) anticipate the requirements of the Total Maximum Daily Load (TMDL) process and to have the data at hand to respond if TxDOT is identified as contributing to the impairment. An interactive geographic information system (GIS) map of the impaired streams was created in ArcGIS to aid TxDOT in identifying where the impaired segments are in relation to major highways and roads. Runoff quality data from TxDOT facilities in the state were compiled and compared to water quality standards to determine constituents of concern. Existing Best Management Practices (BMPs) were assessed for their effectiveness in treating highway runoff. A toolbox of appropriate BMPs for specific pollutants was developed from this assessment. The results from this study indicate that the major causes of impairment of water bodies in Texas are bacteria and low dissolved oxygen concentrations. Unfortunately, there are currently no BMPs that effectively address pathogens and nutrients. It is recommended that TxDOT pursue a pollutant trading program as an alternative to implementing BMPs if required to reduce loadings of pollutants to impaired segments. KW - Bacteria KW - Best practices KW - Dissolved oxygen concentration KW - Geographic information systems KW - Maps KW - Pollutant trading program KW - Runoff KW - Streams KW - Texas KW - Total maximum daily loads KW - Water quality KW - Water quality management UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4252_1.pdf UR - https://trid.trb.org/view/755020 ER - TY - RPRT AN - 00989246 AU - Bhat, C R AU - Nerella, S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - USER'S GUIDE TO GIS-BASED APPLICATION FOR TRAFFIC INPUTS TO MOBILE6 EMISSIONS FACTOR MODEL PY - 2003/08 SP - 38 p. AB - This guide familiarizes users with the geographic information system (GIS)-based platform for vehicle age distribution and vehicle miles traveled (VMT) distribution, including installation instructions, system and program requirements, and important guidelines for use of the software package. KW - Computer program documentation KW - Exhaust gases KW - Geographic information systems KW - MOBILE6 (Computer model) KW - Vehicle age KW - Vehicle miles of travel UR - http://www.utexas.edu/research/ctr/pdf_reports/4377_4.pdf UR - https://trid.trb.org/view/755022 ER - TY - RPRT AN - 00987773 AU - Federal Highway Administration TI - HIGHWAY ECONOMIC REQUIREMENTS SYSTEM FOR STATE USE PY - 2003/08 AB - The Highway Economic Requirements System-State Version (HERS-ST) is a software package that predicts the investment required to achieve certain highway system performance levels. Alternatively, the software can be used to estimate the highway system performance that would result given various investment levels. HERS-ST considers capital improvement projects directed at correcting pavement and capacity deficiencies. This article briefly comments on potential uses of HERS-ST, provides a description of the software, discusses how the HERS-ST model works, and comments on the future of HERS-ST. KW - Highway capacity KW - Highway Economic Requirements System KW - Highways KW - Investments KW - Pavement performance KW - Software packages UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/hersfact.cfm UR - https://trid.trb.org/view/753938 ER - TY - RPRT AN - 00987709 AU - Chaudhary, N A AU - Abbas, M M AU - Charara, H AU - Parker, R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR INSTALLING AN INTELLIGENT CONTROL SYSTEM TO DETECT AND PROGRESS PLATOONS AT ISOLATED TRAFFIC SIGNALS PY - 2003/08 SP - 36 p. AB - This report contains guidelines for installing an intelligent traffic control system for detecting and progressing platoons at isolated traffic signals located near an upstream traffic signal. The system can also be installed at sites where an upstream signal does not exist but where platoons naturally form. This system uses advanced detection to obtain information about the presence and speed of individual vehicles. Then, it uses an algorithm to identify if a platoon--of a user-specified size and density--is approaching the signal and estimates platoon arrival time at the stopbar. When the system detects a platoon of vehicles, it issues a low priority preemption signal to progress the detected platoon. The duration of the initial preemption signal is based on the platoon's estimated arrival time and the user-specified minimum platoon size used to detect the platoon. Then, the system switches to an extension mode and provides progression to any additional vehicles determined to be in the platoon. It accomplishes this by increasing preemption time until such time as no more vehicles are determined to be in the platoon or the max-timer expires. This document describes the system and provides guidelines for use by the Texas Department of Transportation for installing and operating future systems. KW - Algorithms KW - Detection and identification KW - Guidelines KW - Installation KW - Intelligent control systems KW - Isolated intersections KW - Progressive traffic signal control KW - Signalized intersections KW - Traffic platooning KW - Traffic signal preemption UR - https://trid.trb.org/view/753614 ER - TY - RPRT AN - 00987605 AU - Koenigs, M T AU - Botros, T A AU - Freytag, D AU - Frank, K H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - FATIGUE STRENGTH OF SIGNAL MAST ARM CONNECTIONS PY - 2003/08 SP - 218 p. AB - Changes in the AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals and an increasing rate of fatigue related problems have raised awareness of fatigue concerns in traffic signal mast arms. Prior research has indicated that the most commonly used connection details exhibit poor fatigue performance. This study was initiated to confirm the previous research results, as well as to investigate a larger variety of connection details and a weld treatment method. During this study, 55 full-size mast arm connection detail specimens were tested for fatigue resistance. The present specifications were found to overestimate the fatigue life of connections with stiffeners. The results indicate that the Ultrasonic Impact Treatment (UIT) weld treatment can significantly improve the fatigue life of a fillet-welded socket connection detail. Several other connection details exhibited improved fatigue lives; however, the improvements were not as significant as the UIT treated specimens. An extensive finite element analysis generated stress concentration factors for a variety of connection geometries. These finite element analyses extended the range of geometries beyond those included in the experimental study. KW - Fatigue (Mechanics) KW - Fillet welds KW - Finite element method KW - Geometry KW - Mast arm connections KW - Specifications KW - Stiffeners (Plates) KW - Stress concentration factors KW - Structural connection KW - Structural supports KW - Traffic signals KW - Ultrasonic impact treatment UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4178_2.pdf UR - https://trid.trb.org/view/753507 ER - TY - RPRT AN - 00987604 AU - Kirchhoff, C J AU - Malina, J F AU - Barrett, M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CHARACTERISTICS OF COMPOSTS: MOISTURE HOLDING AND WATER QUALITY IMPROVEMENT PY - 2003/08 SP - 160 p. AB - The objective of this study was investigation of the potential beneficial use of compost manufactured topsoil in highway rights-of-way in Texas. The water holding capacity and the physical, chemical and microbiological characteristics of composted manures (dairy cattle, poultry litter, and feedlot), composted biosolids and sandy and clay soil; compost manufacture topsoil (CMT) that contained composted manures or composted biosolids mixed with either sandy soil or clay soil; as well as erosion control compost (ECC) that contained compost and wood chips were evaluated. The characteristics of the leachate produced during "first-flush" and "long-term" column studies were determined. The onset of runoff and peak rate of runoff from CMT and ECC were monitored in channel studies at slopes of 2:1, 3:1, 5:1, and 8:1. The porosity of the sandy soil increased and the bulk density decreased with the addition of compost. Composted feedlot manure was the only compost that exhibited phytotoxic effects for both salt tolerant and salt intolerant plant test seedlings. Therefore, composted feedlot manure should be used with caution along highway rights-of-way due to possible phytotoxicity. Observations during the extended column studies indicate decrease in the concentrations of nitrate, total nitrogen, phosphorus, copper, zinc, and total dissolved solids after the equivalent of one year of rainfall was applied to CMTs and ECCs. The concentrations observed in the laboratory are high compared to concentrations of constituents in water passing through the CMT in the field which infiltrates into the supporting soil where the constituents are taken up by plants and/or undergo chemical and biological transformations resulting in lower concentrations entering surface and ground water sources. The highest peak runoff occurred at the steepest slope (2:1). The peak runoff rate decreased at lower slopes for the CMTs and ECCs with the onset of runoff at a 3:1 slope delayed by 15 minutes or more. KW - Absorptivity KW - Biosolids KW - Bulk density KW - Chemical properties KW - Clay soils KW - Compost KW - Contaminants KW - Erosion control KW - Fertilizers KW - Field studies KW - Groundwater KW - Laboratory studies KW - Leachate KW - Microbiology KW - Physical properties KW - Phytotoxicity KW - Porosity KW - Right of way (Land) KW - Runoff KW - Sandy soils KW - Texas KW - Topsoil KW - Water KW - Water quality KW - Wood chips UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4403_2.pdf UR - https://trid.trb.org/view/753506 ER - TY - RPRT AN - 00987607 AU - Ramaiah, S V AU - McCullough, B F AU - Dossey, T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ESTIMATING IN SITU STRENGTH OF CONCRETE PAVEMENTS UNDER VARIOUS FIELD CONDITIONS PY - 2003/08 SP - 186 p. AB - During the past few years, the transportation industry has expressed the desire to create performance-based specifications. One of the key developments required to characterize and improve the performance of portland cement concrete pavement is a better understanding of its in situ properties. Of great importance is the accurate estimation of in situ concrete strength. There are currently many methods used to estimate in situ strength, each providing unique benefits. However, many of these techniques can introduce variables that affect accurate estimation. Thus, a reevaluation of current procedures is required to appropriately reflect sound engineering principles and to produce a quality product. This project addresses many factors, which arise in practice, but whose effects on strength need to be determined, quantified, or reevaluated. These include the effects of core diameter, cylinder curing regime, pavement curing history, presence of reinforcement in a core, vertical location of core, aggregate type, and surface evaporation on both compressive and tensile strength. This project is different from previous research in that in situ strength is determined directly from tensile strength test. If pavement strength is to be determined, it is suggested that indirect tensile tests should be conducted rather than estimating tensile strength from compressive or flexural tests, because of the fact that pavements fail in tension. KW - Concrete pavements KW - Estimating KW - Field strength KW - Tensile strength KW - Tension tests UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1700_1.pdf UR - https://trid.trb.org/view/753509 ER - TY - RPRT AN - 00984998 AU - Brown, L AU - Caldwell, H AU - Gallegos, G AU - Hart, A AU - Hart, M AU - Meyer, M AU - Movassaghi, K AU - Penne, R L AU - Plant, B AU - Reagan, C D AU - Rybicki, S AU - Romero, JSM AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - FREIGHT TRANSPORTATION: THE LATIN AMERICAN MARKET PY - 2003/08 SP - 81 p. AB - Latin America is a key trading region for the United States, Canada, and Mexico, the North American Free Trade Agreement (NAFTA) countries. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to examine characteristics of trade flows between NAFTA and Latin American countries and learn how countries handle trade-related transportation infrastructure, border crossings, and freight security. The delegation observed that while the countries visited - Bahamas, Brazil, Argentina, Uruguay, Chile, Panama, and Mexico - depend heavily on trade, the economic downturn has aggravated financial and infrastructure challenges in those countries and limited trade expansion. Ports are major centers of trade for the countries, and the Panama Canal is emerging as the region's most strategic facility for NAFTA countries. The scanning team's recommendations include continued monitoring of the Latin American market and the impact of trade on transportation infrastructure. The team also recommends that NAFTA countries work closely with Latin American countries and port authorities to coordinate border crossing and freight security strategies. KW - American Association of State Highway and Transportation Officials KW - Argentina KW - Bahamas KW - Border regions KW - Brazil KW - Canada KW - Chile KW - Commodity flow KW - Economic conditions KW - Freight transportation KW - Infrastructure KW - International trade KW - Latin America KW - Logistics KW - Markets KW - Mexico KW - National Cooperative Highway Research Program KW - North American Free Trade Agreement KW - Panama KW - Panama Canal KW - Ports KW - Railroads KW - Scanning studies KW - Security KW - Trucking KW - U.S. Federal Highway Administration KW - United States KW - Uruguay UR - https://trid.trb.org/view/747808 ER - TY - RPRT AN - 00974931 AU - Allen, D L AU - Schultz, D B AU - Willett, D A AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF NON-NUCLEAR DENSITY GAUGES PY - 2003/08 SP - 21 p. AB - The objective of this study was to compare a non-nuclear density gauge with a nuclear density gage for quality control on hot mix asphalt paving projects. The nuclear density gauge was a Troxler, Model 4640-D, thin-layer nuclear density gauge (TMTL). The other gauge was the PQI Model 300 non-nuclear density gauge manufactured by Transtech Systems, Inc. Two non-nuclear density gauges, one operated by the contractor (HHR PQI) and the other operated by the research team (KTC PQI), were tested. Findings were as follows: (1) The standard deviations of the density readings of all the gauges were greater than the standard deviation of the overall density of the cores, indicating more "scatter" in the data from the gauges than in the core data. (2) There was no significant difference between the mean density of the HHR PQI and the mean density of the cores. However, there was a statistically significant difference between the mean density of the TMTL and KTC PQI and the cores. (3) The density distribution of the HHR PQI gauge most closely matched the distribution of the cores with an 88% overlap in the distributions. The overlap for the TMTL was 83% and for the KTC PQI was 78%. (4) If pay factors were determined from gauge densities, then using the densities provided by the TMTL gauge would have resulted in a 5% reduction in overall pay for lane densities. Using the two non-nuclear density gauges would have resulted in 100% overall pay. KW - Asphalt pavements KW - Density KW - Distributions (Statistics) KW - Hot mix asphalt KW - Mean (Statistics) KW - Non-nuclear density gages KW - Nuclear density gages KW - Payment KW - Quality control KW - Road construction KW - Standard deviation UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_24_FR115_01_1F.pdf UR - https://trid.trb.org/view/698282 ER - TY - RPRT AN - 00974924 AU - Zhang, Z AU - Manuel, L AU - Damnjanovic, I AU - Li, Zhihao AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A NEW METHODOLOGY FOR CHARACTERIZING PAVEMENT STRUCTURAL CONDITION FOR NETWORK-LEVEL APPLICATIONS PY - 2003/08 SP - 100 p. AB - Huge quantities of bituminous mix in the form of seal coats and hot mix asphalt concrete (HMAC) thin overlays are applied by the Texas Department of Transportation (TxDOT) every year to improve ride quality and seal existing cracks, but these measures do not correct possible underlying weaknesses that will cause roughness or distress to quickly reappear. As a result, the overall pavement condition keeps deteriorating due to the structural deformation of pavement layers and the subgrade, even though surface treatments are applied periodically. The developed methodology introduces the Structural Condition Index (SCI). The SCI is based on the estimated effective Structural Number (SN), and its main purpose is to discriminate pavements that need structural reinforcement from the ones that are in sound structural condition. In addition, a contingent sampling procedure was developed to determine the minimum number of Falling Weight Deflectometer (FWD) tests required for each management section of pavements. The comprehensive guidelines were developed for using the SCI in the selection of the best maintenance and rehabilitation alternatives at network level. Finally, a pilot application of the SCI was carried out with several pavement rehabilitation projects to verify the validity of the developed SCI, with the intention that modifications would be made to the developed procedure if such a need is determined from the pilot application. KW - Deformation KW - Falling weight deflectometers KW - Methodology KW - Pavement layers KW - Pavement performance KW - Structural condition index KW - Structural deterioration and defects KW - Structural number (Pavements) KW - Subgrade (Pavements) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4322_1.pdf UR - https://trid.trb.org/view/698276 ER - TY - RPRT AN - 00974819 AU - Chaudhry, M H AU - Imran, J AU - Salaheldin Mostafa, T M AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL INVESTIGATION OF SCOUR AROUND BRIDGE PIERS PY - 2003/08 SP - 166 p. AB - Safe and economic design for the bridge foundation requires an accurate prediction of the scour depth and pattern around piers. Scour depends on the flow field as well as on the type and properties of the erodible bed. No general-purpose formula is presently available for this purpose due to complex erosion characteristics of the cohesive soils, lack of a general erosion model, and difficulty of scaling the properties of cohesive soil in scour experiments. Most of the previous experimental studies have yielded inconsistent results since the scale effects of erosion resistance were not properly taken into account. The present study focuses on the erosion potential of cohesive soils and how it is modeled in a scour experiment. Based on surface erodibility tests on natural cohesive soil samples from different locations, an erosion resistance model is presented to describe the variation of the erosion resistance with soil properties (moisture bulk density and water content). Cohesive soil can be modeled in pier scour experiments by scaling down its erosion resistance to be appropriate to the scaled down geometry and flow. A model soil (mixture of silica powder and kaolin clay) with low erosion resistance is used as erodible media. Scour around prototype circular and rectangular piers are modeled with laboratory experiments of different scales and satisfactory agreement is found for scour pattern and bottom shear stress from comparison of scaled-up experimental data at the prototype scale. Erosion resistance is found to influence scour depth and pattern. Cohesive soil is successfully modeled in pier scour experiments by modeling the erosion resistance instead of modeling the individual properties of the soil. A relationship is proposed for calculating maximum scour depth in cohesive soil as a function of pier Reynolds number and erosion resistance of the soil. KW - Bridge design KW - Bridge foundations KW - Bridge piers KW - Clay KW - Cohesive soils KW - Erosion KW - Erosion resistance KW - Reynolds number KW - Scale models KW - Scour KW - Silica UR - https://trid.trb.org/view/698232 ER - TY - RPRT AN - 00974181 AU - Wolfe, W E AU - Busby, H R AU - Taliaferro, S A AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE EVALUATION OF BRIDGES WITH FIBER REINFORCED COMPOSITE DECKS PY - 2003/08 SP - 95 p. AB - The Stelzer Road Bridge in Columbus, Ohio underwent deck replacement in 2000-2001 with a traditional reinforced concrete deck for northbound traffic lanes and a fiber-reinforced composite tube deck with prestressed concrete filling each tube for use by southbound vehicles. The two decks were built side-by-side enabling an effective comparison of the structural performance between the two systems. The project stakeholders formulated a testing program that included laboratory and field testing. Laboratory testing included determination of the composite beam's coefficient of thermal expansion and its stiffness using a three-point bend test. The fiber reinforced polymer composite's coefficient of thermal expansion did not satisfy the bridge specifications. The field testing of deck deflection and strain was also broken into two parts: a series of controlled tests using trucks with known loads allowing for direct comparison of performance of the two decks and monthly random traffic readings. Results for known loads indicated composite deck deflections higher by an average of 43% than the conventional deck, indicating possible deficiencies in the composite deck. Monthly readings were consistent with the known load tests as the conventional deck outperformed the composite deck. Also observed was the composite deck's declining performance in warmer weather probably due to the thermal expansion problem. Visual field observations were also made after unexpected cracking in the composite deck's sidewalk and median occurred within one month of the deck's completion. For comparison purposes, the condition of the sidewalk and median of the concrete deck were inspected and significantly less cracking was found on the concrete side. Also examined were the effects of temperature changes on the composite deck in light of the coefficient of thermal expansion results. Comparisons were also made in areas central to the field of construction: cost and labor time. While taking about 50% less installation time, construction costs of the composite deck were higher than for the traditional deck by a factor 2.7. Issues involving fabrication and construction of the composite deck are also discussed. KW - Bend tests KW - Bridge decks KW - Coefficients KW - Composite structures KW - Costs KW - Cracking KW - Deflection KW - Fiber reinforced plastics KW - Field tests KW - Highway bridges KW - Labor KW - Laboratory tests KW - Load tests KW - Medians KW - Performance KW - Prestressed concrete KW - Reinforced concrete KW - Sidewalks KW - Stiffness KW - Strain (Mechanics) KW - Thermal expansion UR - http://www.dot.state.oh.us/research/2003/Structures/14721-FR.PDF UR - https://trid.trb.org/view/697952 ER - TY - RPRT AN - 00974178 AU - Koltun, G F AU - U.S. Geological Survey AU - Ohio Department of Transportation AU - Federal Highway Administration TI - TECHNIQUES FOR ESTIMATING FLOOD-PEAK DISCHARGES OF RURAL, UNREGULATED STREAMS IN OHIO - SECOND EDITION PY - 2003/08 SP - 81 p. AB - Regional equations for estimating 2-, 5-, 10-, 25-, 50-, 100-, and 500-year flood-peak discharges at ungaged sites on rural, unregulated streams in Ohio were developed by means of ordinary and generalized least-squares (GLS) regression techniques. One-variable, simple equations and three-variable, full-model equations were developed on the basis of selected basin characteristics and flood-frequency estimates determined for 305 streamflow-gaging stations in Ohio and adjacent states. The average standard errors of prediction ranged from about 39% to 49% for the simple equations, and from about 34% to 41% for the full-model equations. Flood-frequency estimates determined by means of log-Pearson Type III analyses are reported along with weighted flood-frequency estimates, computed as a function of the log-Pearson Type III estimates and the regression estimates. Values of explanatory variables used in the regression models were determined from digital spatial data sets by means of a geographic information system (GIS), with the exception of drainage area, which was determined by digitizing the area within basin boundaries manually delineated on topographic maps. Use of GIS-based explanatory variables represents a major departure in methodology from that described in previous reports on estimating flood-frequency characteristics of Ohio Streams. Examples are presented illustrating application of the regression equations to ungaged sites on ungaged and gaged streams. A method is provided to adjust regression estimates for ungaged sites by use of weighted and regression estimates for a gaged site on the same stream. A region-of-influence method, which employs a computer program to estimate flood-frequency characteristics for ungaged sites based on data from gaged sites with similar characteristics, was also tested and compared to the GLS full-model equations. For all recurrence intervals, the GLS full-model equations had superior prediction accuracy relative to the simple equations and therefore are recommended for use. KW - Accuracy KW - Equations KW - Estimating KW - Flood frequency KW - Floods KW - Geographic information systems KW - Least squares method KW - Mathematical prediction KW - Ohio KW - Peak discharge KW - Regression analysis KW - Rural areas KW - Standard error KW - Streams UR - http://oh.water.usgs.gov/reports/wrir/wrir03-4164.pdf UR - https://trid.trb.org/view/697949 ER - TY - RPRT AN - 00974142 AU - Annino, J M AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - RUMBLE STRIPS IN CONNECTICUT: A BEFORE/AFTER ANALYSIS OF SAFETY BENEFITS PY - 2003/08 SP - 99 p. AB - According to the U.S. Department of Transportation's Federal Highway Administration (FHWA), run-off-road crashes account for nearly one-third of deaths and serious injuries annually. Inattentive driving has been linked to these types of crashes (FHWA, 2001). As a remedial measure, rumble strips have been installed on roadways to alert inattentive drivers that deviate from the travel way. This research attempted to measure the safety benefits achieved from rumble strips along roadways in Connecticut. Safety benefits are considered a reduction in single-vehicle, fixed object, run-off-the-road accidents. From the results of the data description, the number of "rumble strip related" (single vehicle, fixed object, run-off-the-road) accidents decreased as well as the number of "asleep" and injury/fatal accidents. The study incorporated a methodology that uses comparative sections to predict the "what if" scenario of the number of accidents that would have occurred if rumble strips had not been installed. The statistical analysis calculated an index of effectiveness based on accident data for the rumble strip and comparison sections. The index of effectiveness showed a decrease in "rumble strip related" accidents for the collected accident data. This study used the Comparison Group methodology to predict rumble strip accidents, without reference to causal factors such as driver behavior, accident reporting, and traffic counts. The study concludes with guidance to researchers about causal factors such as traffic that can be incorporated into future rumble strip studies. KW - Attention lapses KW - Before and after studies KW - Benefits KW - Connecticut KW - Highway safety KW - Ran off road crashes KW - Rumble strips KW - Single vehicle crashes KW - Statistical analysis UR - http://docs.trb.org/00974142.pdf UR - https://trid.trb.org/view/697917 ER - TY - RPRT AN - 00972258 AU - Gates, T J AU - Hawkins, H G AU - Rose, E R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECTIVE PAVEMENT MARKING PRACTICES FOR SEALCOAT AND HOT-MIX ASPHALT PAVEMENTS PY - 2003/08 SP - 106 p. AB - This report describes the tasks of research conducted to identify effective pavement marking practices for sealcoat and hot-mix asphalt concrete (HMAC) pavements in Texas. The researchers reviewed literature, determined current Texas Department of Transportation (TxDOT) and alternative pavement marking practices, and evaluated various pavement marking treatments in the field. The researchers identified few shortcomings related to pavement marking practices on HMAC pavement surfaces. However, for sealcoat pavement surfaces, numerous opportunities for improving pavement marking quality were identified. Based on the research findings, numerous recommendations were developed, which pertain to thermoplastic application on sealcoat and HMAC, waterbased paint application on sealcoat, sealcoat aggregates, surface glass beads, and field inspection. The recommendations include: apply thermoplastic at a minimum thickness of 100 mil for all longitudinal pavement markings on new sealcoat when no other durable marking exists; apply thermoplastic at a maximum thickness of 90 mil for all longitudinal pavement markings on HMAC when no other durable marking exists; and waterbased paint may be used on a new sealcoat surface in either of the following situations: as temporary pavement marking for up to six months, or as surface primer prior to thermoplastic application. KW - Asphalt pavements KW - Field studies KW - Glass beads KW - Hot mix asphalt KW - Literature reviews KW - Primers (Materials) KW - Road marking materials KW - Road markings KW - Seal coats KW - State of the practice KW - Temporary traffic control devices KW - Texas KW - Thermoplastic materials KW - Thickness KW - Traffic paint KW - Water based paint UR - https://trid.trb.org/view/697092 ER - TY - RPRT AN - 00971200 AU - Federal Highway Administration TI - ECONOMIC ANALYSIS PRIMER PY - 2003/08 SP - 35 p. AB - Economic analysis can help determine if a highway project is worth undertaking, when it should be done and what the most cost-effective means is to accomplish it. Economic analysis can also help predict the effects of the project on the regional economy. This primer provides a foundation for understanding the role of economic analysis in highway decision making. It is oriented toward state and local officials who have responsibility for assuring that limited resources get targeted to their best uses and who must publicly account for their decisions. Economic analysis is presented as an integral component of a comprehensive infrastructure management methodology that takes a long-term view of infrastructure performance and cost. The primer encompasses a full range of economic issues, including economic fundamentals, life-cycle cost analysis, benefit-cost analysis, forecasting traffic for benefit calculations, risk analysis and economic impact analysis. KW - Asset management KW - Benefit cost analysis KW - Decision making KW - Economic analysis KW - Economic impacts KW - Economics KW - Highway planning KW - Infrastructure KW - Life cycle costing KW - Local transportation KW - Risk analysis KW - State highways KW - Traffic forecasting UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/primer.pdf UR - https://trid.trb.org/view/696756 ER - TY - RPRT AN - 00969931 AU - Lindley, J AU - Warne, T AU - d'Amato, A AU - FISHER, J AU - Heramb, C AU - McCormick, A AU - Ridenour, M AU - Smith, G AU - Stapleton, J AU - Zavattero, D AU - American Trade Initiatives AU - Federal Highway Administration TI - MEETING 21ST CENTURY CHALLENGES OF SYSTEM PERFORMANCE THROUGH BETTER OPERATIONS PY - 2003/08 SP - 53 p. AB - Meeting the nation's mobility needs in the 21st century requires moving from a construction-based focus to an emphasis on system operations across all transportation modes. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Germany, France, England, and the Netherlands to investigate current and planned strategies for sustaining good system performance and operational practices in those countries. The U.S. delegation observed that reducing congestion and integrating transportation systems and services are national commitments in each country, and that funding for these activities is higher than in the United States. Governments base both strategic investment and tactical operations decisions on the priorities of safety and customer service. The scanning team's recommendations for U.S. application include making a long-term national commitment to reducing congestion and integrating surface transportation systems and services. The team also recommends actions that can be taken at State and local levels, including focusing on safety and customer service, balancing passenger and freight operations, and contracting for management and operations activities. KW - 21st century KW - Asset management KW - Contracting KW - Customer service KW - England KW - Financing KW - France KW - Freight and passenger services KW - Germany KW - Integrated systems KW - Integrated transportation systems KW - Intelligent transportation systems KW - Intermodal transportation KW - Investments KW - Mobility KW - Netherlands KW - Privatization KW - Safety KW - Strategic planning KW - Study tours KW - Traffic congestion KW - Transportation operations UR - https://trid.trb.org/view/681100 ER - TY - RPRT AN - 00969923 AU - Federal Highway Administration TI - FULL ROAD CLOSURE FOR WORK ZONE OPERATIONS: A CROSS-CUTTING STUDY PY - 2003/08 SP - 40 p. AB - The purpose of this report is to raise awareness among designers, construction engineers, and managers of the applications and benefits of full road closure during rehabilitation and construction activities. Based on interviews with project personnel (when available) and literature reviews, six projects using a full road closure approach are described, including benefits, considerations for success, and lessons learned. Factors related to duration, cost, safety, mobility, quality, and public sentiment during the application of full road closure are presented. The goal of this examination is to provide transportation agency staff with a better understanding of the reasons for the use of full closure, and the benefits associated with the approach. KW - Benefits KW - Costs KW - Highway maintenance KW - Interviewing KW - Literature reviews KW - Mobility KW - Public opinion KW - Street closure KW - Time duration KW - Traffic safety KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/FullClosure/CrossCutting/its.htm UR - https://trid.trb.org/view/681076 ER - TY - RPRT AN - 00969822 AU - Roberts, F L AU - Mohammad, L N AU - Qin, Huabiao AU - Huang, B AU - Louisiana Tech University, Ruston AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - COMPARATIVE PERFORMANCE OF RUBBER MODIFIED HOT MIX ASPHALT UNDER ALF LOADING PY - 2003/08 SP - 97 p. AB - Experiment 2 at the Louisiana Accelerated Loading Facility (ALF) site involved determining the engineering benefits of using powdered rubber modifier (PRM) in hot mix asphalt mixes. Three full scale test sections were constructed and subjected to increasing loads from the ALF. Lane 2-1 included PRM in the wearing course, lane 2-2 included PRM in the base course, and lane 2-3 was the control section. Distress and deflection measurements were performed every 25,000 applications of the ALF. Laboratory material characterizations of test lane materials were used in ABAQUS and FLEXPASS modeling studies to predict the behavior and performance of the test lanes. Comparisons of observed and predicted rutting were developed and discussed. Deflection measurements were used to develop a-values for the powdered rubber modified layers for use in pavement design. The recommended a-value for the PRM wearing course was 0.25; it was 0.45 for the PRM base. KW - Accelerated loading facilities KW - Accelerated tests KW - Asphalt rubber KW - Base course (Pavements) KW - Deflection KW - Hot mix asphalt KW - Pavement distress KW - Pavement performance KW - Powdered rubber modifier KW - Rutting KW - Wearing course (Pavements) UR - http://www.ltrc.lsu.edu/pdf/report_374.pdf UR - https://trid.trb.org/view/680789 ER - TY - RPRT AN - 00969812 AU - Green, E R AU - Agent, K R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CRASH RATES AT INTERSECTIONS PY - 2003/08 SP - 31 p. AB - The objectives of this study were to develop a database of intersections, match traffic crashes to these intersections, calculate crash rates for various types of intersections, and identify intersections with the highest crash rates. A procedure was used to: a) identify intersections, b) assign crashes to these intersections, c) determine entering traffic volume, d) calculate a crash rate for each intersection, and e) calculate a critical rate factor (CRF) for each intersection. About 7,000 intersections were identified with almost 19,000 crashes related to these intersections for the three-year period of 2000 through 2002. The analysis identified 428 intersections that had a CRF of one or more while only 36 intersections had a CRF above two. As would be expected, the crash rates are higher in urban than in rural areas. In both rural and urban areas, the rate was highest for four-lane undivided highways and lowest for four-lane divided highways. An Excel spreadsheet containing a list of all intersections of two or more state-maintained roadways was developed. The spreadsheet also contains crash and volume data for each intersection. The intersections with the highest CRFs can be identified. This list can be divided by highway district with the objective of investigating the intersections with the highest CRFs and determining if improvements should be implemented. KW - Crash rates KW - Divided highways KW - Four lane highways KW - Intersections KW - Kentucky KW - Rural areas KW - Spreadsheets KW - Urban areas UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_21_SPR258_03_2I.pdf UR - https://trid.trb.org/view/680761 ER - TY - RPRT AN - 00968581 AU - Liang, R Y AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - BLENDING PROPORTIONS OF HIGH SKID AND LOW SKID AGGREGATE PY - 2003/08 SP - 167 p. AB - Wet skidding accidents on streets and highways, due to reduced pavement friction, are a continuing concern to motorists and highway engineers. Improving pavement friction requires identification and application of materials that ensure skid-resistant pavements. Since sources of known high-frictional aggregates are depleted in many areas of the country, highway engineers must increasingly rely on the use of aggregates for which the performance record is poor. It is necessary, therefore, to make optimal use of the low skid resistant aggregates available in the quarries. One method of improving the skid resistance of low skid resistant aggregates and bringing them to acceptable skid levels was to blend them with high-skid resistant aggregates. This study was concentrated on determining the feasibility of blending high skid-resistant and low skid-resistant aggregates produced in Ohio. Four aggregates were selected out of the 20 major quarries. Two test matrices were developed, where in each a high polish aggregate was mixed with a low polish aggregate in varying proportion by weight. The aggregate samples were polished using the Accelerated Polishing Machine according to ASTM D 3319-90. The measurement of the friction numbers for the samples was done using the British Pendulum Tester according to ASTM E 303-93. Blending the low skid resistant and high skid resistant aggregate together showed a significant improvement of the low skid resistant aggregate. It was further observed that the residual polish values of the aggregate blends could be approximately estimated as the weight based weighted average of the individual aggregates' residual British Pendulum Number (BPN). This technique would enable the Ohio Department of Transportation to develop guidelines for producing aggregate blends with adequate skid resistances. KW - Aggregates KW - Blends KW - Friction KW - Ohio KW - Pendulum tests KW - Polishing (Aggregates) KW - Skid resistance UR - http://www.dot.state.oh.us/research/2003/Materials/14793-FR.pdf UR - https://trid.trb.org/view/679626 ER - TY - SER AN - 00968017 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - GENERAL DEVELOPMENT PROCESS FOR IN-VEHICLE ICONS PY - 2003/08 SP - 12 p. AB - This TechBrief provides highlights from a project (Federal Highway Administration report nos. FHWA-RD-03-065 and FHWA-RD-03-063) conducted to develop a set of clear, concise and user-centered human-factors design guidelines for in-vehicle icons. In addition, the project also developed an interactive design tool for presenting individual candidate icons in the icon collection in a manner that also provides evaluative information about the icons. This design tool, Icon IDEA, provides designers with the following basic functions: (1) a searchable database of more than 400 candidate icons, organized and selectable by specific in-vehicle system functions and intended messages; (2) access to evaluation ratings for each of the icons in the database that reflect critical physical features of the icons, such as adherence to perceptual principles, use of text, color, level of detail, and realism; (3) comprehension ratings from experimental subjects for a subset of the icons; (4) recommendations for further refining the design of an icon following the physical feature evaluation; and (5) clear and simple design guidelines for developing and evaluating in-vehicle icons. The development of this automated tool to assist with creating and evaluating icons will help in-vehicle designs substantially improve the initial recognition and usability of icons being considered for use. Because the initial icons will be of higher quality, the time from icon conceptualization to implementation will be decreased. KW - Databases KW - Design KW - Design practices KW - Graphical user interfaces KW - Human factors KW - Icons KW - Indicators (Instruments) KW - Information display systems KW - Instrument panels KW - Software KW - Vehicle design UR - https://trid.trb.org/view/686425 ER - TY - JOUR AN - 00967999 JO - Product Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - DATAPAVE ONLINE: IMPROVING PAVEMENT DESIGN THROUGH PERFORMANCE DATA ANALYSIS PY - 2003/08 SP - 2 p. AB - DataPave Online is a Web site that provides worldwide access to information on thousands of long-term pavement performance (LTPP) test sections across the United States and Canada. This Web site quickly and cost-effectively circulates every new LTPP data release, providing users with the latest information. LTPP reference documents are available on the site for users to download. The site allows users to select and view pavement section-specific information, such as section location, experiment type, pavement layers, falling weight deflectometer and profile information. Other features include a data dictionary to aid in understanding LTPP data elements, data export capabilities, and online support. KW - Databases KW - DataPave Online (Information retrieval) KW - Information storage and retrieval systems KW - Pavement design KW - Pavement performance KW - Websites (Information retrieval) UR - https://trid.trb.org/view/686389 ER - TY - RPRT AN - 00964862 AU - Distlehorst, J AU - Ingram, E AU - Wojakowski, J AU - Kansas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CONSOLIDATION PROBLEMS IN THICKER PORTLAND CEMENT CONCRETE PAVEMENTS PY - 2003/08 SP - 33 p. AB - The purpose of this study was to investigate methods of reducing the size and total volume of the entrapped air voids in concrete slabs that are over 9 in. thick. Laboratory and field tests were designed to investigate the effect of variations in vibration frequency and aggregate gradation on entrapped air content, strength and performance factors such as smoothness, faulting, adhesion failures, and spalling. In 1993, a test section was constructed to compare the effects of increasing the proportion of coarse aggregate to fine aggregate and increasing vibration frequency. Annual surveys of joint sealant failures, spalling and joint faulting were performed from 1994 to 2001 on this test section. Samples from this project were cut, polished and analyzed to determine entrained and entrapped air content. In 1994, another test section was constructed to assess the effect of controlling the total gradation of concrete aggregate and increasing vibration frequency. A profilograph test was performed in 1996 to measure pavement smoothness on this project. Core samples were taken from both the wheel path and the wheel gap and nuclear density meters were used on both projects to measure the in-situ density of the pavements. The following conclusions are supported by this investigation: (1) Increasing the proportion of coarse aggregate in the mix consistently reduced the amount of entrapped air in these pavements without significantly affecting other performance parameters. (2) Increasing the vibration frequency increased adhesion failures, spalling, faulting and entrapped air content of the standard 35% coarse aggregate mix. Although increasing vibration frequency did improve the initial smoothness of the uniform-gradation mix, the markedly detrimental effects on the standard mix and the lack of significant performance improvements on the other mixes argues against further use of this technique on thicker portland cement concrete pavements without further study. (3) Relative density is not an accurate measure of percentage of entrapped air. (4) Using a more uniformly graded aggregate and a larger sized coarse aggregate should result in better consolidation of thicker portland cement concrete pavements. KW - Adhesion KW - Aggregate gradation KW - Air content KW - Air voids KW - Coarse aggregates KW - Concrete pavements KW - Consolidation KW - Cores (Specimens) KW - Failure KW - Faulting KW - Field tests KW - In place density KW - Laboratory tests KW - Pavement joints KW - Portland cement concrete KW - Profilographs KW - Smoothness KW - Spalling KW - Strength of materials KW - Test sections KW - Thickness KW - Vibration UR - http://ntl.bts.gov/lib/24000/24500/24596/KS021_Report.pdf UR - http://ntl.bts.gov/lib/36000/36900/36921/95-TAR4.pdf UR - https://trid.trb.org/view/661572 ER - TY - RPRT AN - 00964837 AU - McVay, M C AU - Herrera, R AU - Hu, Z Y AU - Magnavita, J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DETERMINE OPTIMUM DEPTHS OF DRILLED SHAFTS SUBJECT TO COMBINED TORSION AND LATERAL LOADS USING CENTRIFUGE TESTING PY - 2003/08 SP - 387 p. AB - Eighty centrifuge tests were conducted on high mast sign/signal structures (mast arm, pole, drilled shaft). The foundations, drilled shafts, were constructed in dry and saturated sands under three different soil densities (loose, medium, and dense). Two different methods of construction were employed: casing and wet-hole (bentonite slurry). The foundations, cement grout with steel reinforcement, were installed and spun up in the centrifuge while still fluid, allowing the soil stresses around the shafts to equilibrate to field (prototype) values. The sign/signal structures were laterally loaded at three different points: 1) pole; 2) mid mast arm; and 3) mast arm tip. Loading on the pole applied no torque to the foundation, whereas loading on the mast arm applied increased values of torque. With loading on the pole (no torque: 30 tests), soil failure was observed for short shafts (length to diameter: L/D ratio < 5), whereas long shafts (L/D > 5) exhibited shaft failure (flexure). Broms predicted the long shafts lateral capacities well, but overpredicted (unconservative) the short shaft response. P-Y methods (Reese, et al.) with a nonlinear shaft representation, predicted both the short and long shaft response. For loading on the mast arm (i.e., lateral loading with torque), torsional resistance was predicted quite satisfactorily by axial skin friction models (FHWA, etc.). The torsional resistance was found independent of lateral load magnitude, as well as soil properties (i.e., sand density, strength, etc.). However, the lateral resistance of the shafts was found significantly affected by the applied torque on the foundation. General monographs on reduction of lateral resistance as a function of torque to lateral load ratio were developed. In the case of wet-hole construction with bentonite slurry, little if any influence on lateral or torsional response was found, if the slurry cake thickness was limited to 0.5 in. prior to grouting. If the cake was allowed to thicken, reductions in torsional resistance by as much as 50% were noted for thick cake (3.0 in.). Finally, a Mathcad file was developed to predict both lateral and torsional capacities of high mast sign/signal pole structures. KW - Bentonite slurry KW - Casing (Shafts) KW - Cement grouts KW - Centrifuges KW - Density KW - Drilled shafts KW - Dry sand KW - Failure KW - Foundations KW - High mast sign structures KW - High mast signal structures KW - Lateral loads KW - Poles (Supports) KW - Sand KW - Saturated sand KW - Torque KW - Torsion KW - Torsional strength UR - https://trid.trb.org/view/661548 ER - TY - CONF AN - 00964810 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Hardesty, D L AU - Transportation Research Board TI - USING HISTORIC CONTEXTS TO EVALUATE THE SIGNIFICANCE OF ARCHAEOLOGICAL RESOURCES PY - 2003/08 IS - E-C055 SP - p. 21-25 AB - This paper addresses the problem of establishing significance for archaeological sites. The author argues that what is needed is a mechanism for linking the historic context with the archaeological context. He identifies "landscape" as a key concept in this linkage and emphasizes the importance of research designs that make the linkage explicit. He also offers suggestions for making the concept of "property type" more applicable to archaeological situations. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Archaeology KW - Cultural resources KW - Historic preservation KW - Historic sites KW - History KW - Property KW - Types of property UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665510 ER - TY - CONF AN - 00964817 JO - Transportation Research E-Circular PB - Transportation Research Board AU - D'Avino, G AU - Transportation Research Board TI - HISTORIC BUILDINGS, SIGNIFICANCE, AND TRANSPORTATION PLANNING PY - 2003/08 IS - E-C055 SP - p. 63-65 AB - This paper discusses the critical importance of early and thorough historic building survey work for transportation planning. This work should be done early so that the full range of alternatives can be studied from the beginning and alignment decisions can be based on good historic resource evaluations. The author points out that this work is done with public money and should always consider the public interest. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Alignment KW - Decision making KW - Historic preservation KW - Historic sites KW - Public interest KW - Surveying KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665517 ER - TY - CONF AN - 00964813 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McCullough, R AU - Transportation Research Board TI - CULTURAL LANDSCAPES AND RURAL HISTORIC DISTRICTS PY - 2003/08 IS - E-C055 SP - p. 40-47 AB - This paper addresses cultural and rural historic landscapes. The author describes the process for determining significance of historic landscapes, noting particularly the issues of integrity, boundaries, and multiple periods of significance. Using case examples, the author takes us through many of the practical issues that arise when landscapes are evaluated for historic significance. Finally, he describes early planning efforts aimed at accommodating transportation needs and landscape preservation and recommends that we incorporate some of those principles in modern transportation planning. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Case studies KW - Cultural resources KW - Evaluation and assessment KW - Historic preservation KW - Historic sites KW - Procedures KW - Rural landscapes KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665513 ER - TY - CONF AN - 00964814 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Keller, J T AU - Keller, G P AU - Transportation Research Board TI - RURAL HISTORIC DISTRICTS AND THE TRANSPORTATION PLANNING PROCESS PY - 2003/08 IS - E-C055 SP - p. 48-52 AB - In this paper the authors advocate an approach to identifying and evaluating historic properties that is focused less upon buildings as individual entities and more on buildings as components in an integrated cultural and natural landscape. They also discuss the problems faced by communities where transportation and other development projects will have an adverse impact on traditionally important vista, circulation pattern, and other landscape issues, and note the importance of community perceptions of significance for historic landscapes. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Communities KW - Cultural resources KW - Historic preservation KW - Historic sites KW - Public participation KW - Rural landscapes KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665514 ER - TY - CONF AN - 00964805 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - NATIONAL FORUM ON ASSESSING HISTORIC SIGNIFICANCE FOR TRANSPORTATION PROGRAMS, MAY 23-25, 1999, WASHINGTON, D.C. PY - 2003/08 IS - E-C055 SP - 99 p. AB - This circular presents the proceedings of the National Forum on Assessing Historic Significance for Transportation Programs. Prior to the forum, the Transportation Research Board Committee on Historic and Archaeological Preservation in Transportation sent out a questionnaire to all federal transportation departments, state departments of transportation, State Historic Preservation Offices, and Tribal Historic Preservation Offices. The questionnaire asked these agencies to identify the key problems and issues associated with evaluating resource significance and which resource categories were the most problematic. The responses to the questionnaire guided the committee in developing the format and focus of the forum. A total of 190 professionals from different parts of the country and representing different historic preservation expertise attended the forum. The forum began with a series of keynote papers. These were followed by a series of panel discussions that focused on specific resource categories and evaluation tools. Following the panel presentations, the forum participants broke out into working groups. Each group was assigned one of the following topics: archaeology; relationship and integration of the National Environmental Policy Act of 1969 (NEPA), Section 106 and Section 4(f) processes; traditional cultural properties; 20th-century properties; historic structures; and cultural, historic, and rural landscapes. This circular is a final, edited report on the forum's proceedings. Most of the keynote speakers and the panel participants wrote papers on their presentations. For the purpose of this circular, and given the thematic overlap of the presentations during both the keynote presentations and the panel session, the papers are grouped by four themes: perspectives on significance; historic contexts; significance and property types; and the experience of the states. The final section of this circular presents a summary of the working groups' discussions. It summarizes the forum and discusses what has happened since the 1999 forum in terms of addressing the issues and problems identified by the working groups. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Archaeology KW - Conferences KW - Cultural resources KW - Historic preservation KW - Historic sites KW - National Environmental Policy Act of 1969 KW - Rural landscapes KW - Strategic planning KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665506 ER - TY - CONF AN - 00964809 JO - Transportation Research E-Circular PB - Transportation Research Board AU - D'Avino, G AU - Transportation Research Board TI - HISTORIC CONTEXTS: SEEING BEYOND THE OBVIOUS PY - 2003/08 IS - E-C055 SP - p. 18-20 AB - This paper focuses directly on historic contexts as the basis for rational decisions about significance. The paper provides a set of examples illustrating several important points about contexts and significance. The author reminds us that there are multiple historic contexts within which a single property might be significant, that we need to examine multiple sources of historical information in order to identify all those contexts, and that temporal and spatial context are significant components of the historic context. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Decision making KW - Historic preservation KW - History KW - Property UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665509 ER - TY - CONF AN - 00964811 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Klein, T AU - Transportation Research Board TI - ARCHAEOLOGY AND THE EVALUATION OF SIGNIFICANCE PY - 2003/08 IS - E-C055 SP - p. 27-33 AB - This paper addresses the problem of evaluating significance of historical archaeological sites. The author notes that the process for evaluating significance under National Register Criterion D, as codified in federal regulation and guidance, is a reflection of the prevailing theoretical perspective in American archaeology at the time the process was created. He argues that this process and the underlying theoretical perspective are not always applicable to historical archaeology, and that they do not incorporate sufficient public involvement. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Archaeology KW - Historic preservation KW - Historic sites KW - National Register of Historic Places KW - Public participation KW - Theory UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665511 ER - TY - CONF AN - 00964816 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Opperman, A AU - Transportation Research Board TI - SIGNIFICANCE DETERMINATIONS AND THE VIRGINIA DOT: THE PRESENT AND GOALS FOR THE FUTURE PY - 2003/08 IS - E-C055 SP - p. 60-62 AB - This paper describes a process of determining significance of historic properties that often happens outside the federal process, but results in a consistent level of resource consideration in Virginia where historic preservation is an important cultural value. The author offers a variety of recommendations for improving the process of significance evaluation nationwide. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Evaluation and assessment KW - Historic preservation KW - Historic sites KW - Procedures KW - Recommendations KW - Virginia UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665516 ER - TY - CONF AN - 00964806 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Shull, C D AU - Transportation Research Board TI - THE NATIONAL REGISTER, HISTORIC SIGNIFICANCE, AND TRANSPORTATION PROGRAMS PY - 2003/08 IS - E-C055 SP - p. 7-10 AB - This paper provides background about the National Register of Historic Places, both in terms of philosophy and in terms for practice. The author notes the importance of transportation-related properties to our national and local history, stresses the context-driven nature of historical significance, and provides suggestions for incorporating historic property identification and evaluation effectively into federal planning. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Federal government KW - Historic preservation KW - National Register of Historic Places KW - Property KW - Strategic planning KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665507 ER - TY - CONF AN - 00964812 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Downer, A S AU - Transportation Research Board TI - SIGNIFICANCE AND TRADITIONAL CULTURAL PROPERTIES PY - 2003/08 IS - E-C055 SP - p. 34-39 AB - This paper discusses traditional cultural properties--historic places that are significant for their role in the lives of tribes and other traditional communities. The author describes appropriate procedures for determining significance and for addressing effect and mitigation as well. He emphasizes the central role of consultation with traditional practitioners in completing all of the steps in the National Register Section 106 process, and offers suggestions about how to identify appropriate tribal communities with which agencies should consult. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Consultants KW - Cultural resources KW - Historic preservation KW - Historic sites KW - National Register of Historic Places KW - Procedures KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665512 ER - TY - CONF AN - 00964815 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Griffith, C A AU - Transportation Research Board TI - ASSESSING THE SIGNIFICANCE OF TRADITIONAL CULTURAL PROPERTIES: ARIZONA PRACTICES PY - 2003/08 IS - E-C055 SP - p. 54-59 AB - This paper describes the results of Arizona's considerable efforts to develop a process for dealing with traditional cultural properties within the National Register Section 106 process. Through workshops and meetings with tribes, agencies, consultants, the National Register of Historic Places, and other interested groups, the Arizona State Historic Preservation Office has taken a leading role in developing culturally appropriate mechanisms for identifying and evaluating these historic properties. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Arizona KW - Cultural resources KW - Evaluation and assessment KW - Historic preservation KW - Historic sites KW - Leadership KW - National Register of Historic Places KW - Procedures UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665515 ER - TY - CONF AN - 00964807 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Eberle, B A AU - Transportation Research Board TI - SIGNIFICANCE AND TRANSPORTATION PROJECTS: A HISTORICAL PERSPECTIVE PY - 2003/08 IS - E-C055 SP - p. 11-12 AB - This paper stresses the history of the Federal Highway Administration commitment to environmental and historic preservation, and describes the professionalization of state departments of transportation cultural resource staffs. The author also touches on changing perceptions of what kinds of properties should be considered historic. U1 - National Forum on Assessing Historic Significance for Transportation ProgramsTransportation Research Board; Federal Highway Administration; and National Park Service.Washington, D.C. StartDate:19990523 EndDate:19990525 Sponsors:Transportation Research Board; Federal Highway Administration; and National Park Service. KW - Cultural resources KW - Historic preservation KW - Historic sites KW - Personnel motivation KW - State departments of transportation KW - U.S. Federal Highway Administration UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec055.pdf UR - https://trid.trb.org/view/665508 ER - TY - RPRT AN - 00962918 AU - Goolsby, M E AU - Vickich, M J AU - Voigt, A P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - RAILROAD GRADE CROSSING MONITORING SYSTEM PY - 2003/08 SP - 40 p. AB - Highway-rail grade crossings can be the source of significant traffic delay, particularly in large urban areas such as Houston. This project examined how real-time detection, communication, and information systems can be integrated to monitor the movements of trains in a corridor to reduce conflicts and delays created by railroad grade crossings for the primary benefit of fire and police personnel while on emergency runs. This railroad grade crossing monitoring project was developed by the Houston District of the Texas Department of Transportation and Texas Transportation Institute as part of the ITS Priority Corridor Program. The Sugar Land Rail Monitoring System covers the 6.4-mile US 90A rail-highway corridor between Kirkwood and Grand Parkway. On average, more than 30 total trains per day use the corridor. The UPRR passes through two fire department districts, creating the need for Fire Stations 1 and 2 to make emergency runs crossing the UPRR tracks. Timely information of projected crossing blockages was considered to be the most useful piece of information that the system could produce. The project has demonstrated the ability to monitor train movements in a corridor as well as the usefulness of this information. The primary project findings include: the Doppler radar-based system developed in Sugar Land has evolved into a very stable, reliable operating system for detecting trains and projecting their movements in the corridor; and city fire, police, and public works personnel find the system to be a useful tool, particularly in making emergency runs and for verifying the status of crossing protection equipment. KW - Detection and identification systems KW - Doppler radar KW - Fire departments KW - Intelligent transportation systems KW - Monitoring KW - Police departments KW - Public works departments KW - Railroad grade crossings KW - Real time information KW - Safety UR - http://tti.tamu.edu/documents/408870-1.pdf UR - https://trid.trb.org/view/660946 ER - TY - RPRT AN - 00962914 AU - Ping, W V AU - Xiong, W AU - Yang, Z AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTING RESILIENT MODULUS TEST FOR DESIGN OF PAVEMENT STRUCTURES IN FLORIDA PY - 2003/08 SP - 199 p. AB - Past research focused on soil resilient modulus testing for pavement design in Florida. A follow-up study in technology transfer is needed to better use the data for implementing the resilient modulus. The purpose of this research was to develop and apply a Resilient Modulus Database (RMDB) for pavement design in Florida. The research included the concept and procedure of database development with Microsoft Visual Basic 6.0, and the application of the database for analyzing granular subgrade resilient modulus, such as the influences on the modulus by the linear variable differential transducer (LVDT) position and test method (T292-91I and T294-92). KW - Databases KW - Florida KW - Implementation KW - Linear variable differential transducers KW - Modulus of resilience KW - Pavement design KW - Subgrade (Pavements) KW - Technology transfer KW - Test procedures UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC352_06_rpt.PDF UR - https://trid.trb.org/view/660942 ER - TY - RPRT AN - 00962881 AU - Jennings, S R AU - Goering, J D AU - Blicker, P S AU - Taverna, J J AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ORGANIC MATTER COMPOST ADDITION AND INCORPORATION ON STEEP CUT SLOPES, PHASE I: LITERATURE REVIEW AND POTENTIAL APPLICABLE EQUIPMENT EVALUATION PY - 2003/08 SP - 71 p. AB - Erosion of steep highway cut slopes in Montana is the consequence of poor vegetation development in nutrient-poor growth media resulting from highway construction where topsoil cannot physically be replaced due to slope steepness. A literature review was conducted to synthesize available examples of compost application and incorporation on steep cut slopes to stimulate vegetation growth and retard erosion. Equipment applicable to either compost application or incorporation on slopes steeper than 3(H):1(V) was identified. Candidate research test plot locations were evaluated and are described. KW - Compost KW - Embankments KW - Equipment KW - Erosion control KW - Literature reviews KW - Montana KW - Plant growth KW - Revegetation UR - http://www.mdt.mt.gov/research/projects/env/organic_matter.shtml UR - http://ntl.bts.gov/lib/37000/37900/37985/final_report3.pdf UR - https://trid.trb.org/view/660907 ER - TY - RPRT AN - 00962813 AU - Huntley, L R AU - Dranginis, T AU - Perry, E AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT AND USE OF SOCIAL AND ECONOMIC DATA AT MODOT PY - 2003/08 SP - 230 p. AB - This project was designed to provide easy-to-use census data formats in the specific geographies used by the Missouri Department of Transportation (MoDOT). The website developed as a result of this project provides up-to-date, authoritative data and information for use in transportation planning and project development. The Socio-Economic Indicator Resource Web Page makes data, maps, tables, charts and graphics and analysis available at the level of geography meaningful to MoDOT personnel. The project has been successful in increasing the use of census data in long-range and project planning, in environmental clearance, and in providing a basis for Title VI, Environmental Justice and Limited English Proficiency applications related to department functions. KW - Census KW - Environmental justice KW - Geographic information systems KW - Long range planning KW - Missouri KW - Socioeconomic factors KW - Transportation planning KW - Websites (Information retrieval) UR - http://library.modot.mo.gov/RDT/reports/Ri00049/RDT03011.pdf UR - http://ntl.bts.gov/lib/56000/56000/56076/RDT03011.PDF UR - https://trid.trb.org/view/660854 ER - TY - RPRT AN - 00962809 AU - Wilson, J AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF UNSTABLE SUBGRADE CONDITIONS FOR A U.S. 41 ASPHALTIC FRONTAGE ROAD IN FOND DU LAC COUNTY PY - 2003/08 SP - 34 p. AB - A 4.1-mile asphalt pavement constructed in the fall of 2000 had a "very wavy ride" after the first winter of service. The project in question is Jahn Road, a rural frontage road for U.S. 41 in northern Fond du Lac County. As a result, an investigation was conducted to determine the possible reasons and causes for the distress which required remedial patching the following summer. Approximately 25% of this project had to be repaved due to the distress and the need for seven additional culverts on the project. Generally, the culverts were shallow in elevation and thus base course was placed directly on the granular backfill materials for some of the culverts. In several areas, breaker run was used to replace unstable subgrade soils which may have caused differential settlement/frost heave due to dissimilar materials beneath the base course. The predominate soil type found in the project area is the Kewaunee Soil Series, however the Manawa and Poygan Soil Series are also found in the area. These soils generally have a clay subsoil, a high shrink-swell potential, slow permeability, low bearing capacity, and a seasonal high water table. The major recommendation in this report is to incorporate the use of select materials in the subgrade where needed. KW - Asphalt pavements KW - Clay soils KW - Culverts KW - Differential settlement KW - Fond du Lac County (Wisconsin) KW - Frost heaving KW - Pavement distress KW - Rural highways KW - Subgrade (Pavements) UR - https://trid.trb.org/view/660850 ER - TY - RPRT AN - 00963104 AU - Federal Highway Administration TI - EMERGENCY RELIEF MANUAL (FEDERAL-AID HIGHWAYS) - INTERIM UPDATE AUGUST 2003 PY - 2003/08 SP - v.p. AB - Congress authorized in Title 23, United States Code, Section 125, a special program from the Highway Trust Fund for the repair or reconstruction of Federal-aid highways and roads on Federal lands which have suffered serious damage as a result of (1) natural disasters or (2) catastrophic failures from an external cause. This program, commonly referred to as the emergency relief or ER program, supplements the commitment of resources by States, their political subdivisions, or other Federal agencies to help pay for unusually heavy expenses resulting from extraordinary conditions. This manual is an "interim update" of the emergency relief (ER) manual that was published in September of 1998. It provides updated guidance and instructions on the Federal Highway Administration's (FHWA) emergency relief (ER) program. This manual provides information for FHWA, State, and local transportation agency personnel on policies and procedures for requesting, obtaining and administering ER funds. This "interim update" manual replaces the Emergency Relief Manual, Publication Number FHWA-PD-98-054, published in September 1998. The manual covers only those criteria and procedures applicable to the ER program for Federal-aid highways, these being public highways other than those functionally classified as local roads or rural minor collectors. KW - Disaster relief KW - Disasters and emergency operations KW - Federal aid highways KW - Financing KW - Highway Trust Fund KW - Manuals KW - Policy KW - Procedures KW - Reconstruction KW - Repairing UR - http://www.fhwa.dot.gov/reports/erm/index.htm UR - https://trid.trb.org/view/661818 ER - TY - RPRT AN - 00962197 AU - Goodrum, P M AU - Yasin, M F AU - Hancher, D E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - LESSONS LEARNED SYSTEM FOR KENTUCKY TRANSPORTATION PROJECTS PY - 2003/08 SP - 155 p. AB - A system of collecting, archiving, and disseminating lessons learned is a critical component of experienced-based processes, such as the design and construction of roadway and bridges. This report examines the development of a centralized, web-based Lessons Learned System for the Kentucky Transportation Cabinet. The research developed a working prototype of a Lessons Learned System that functions off of centrally located databases making it easier to administer and update. The Lessons Learned System was designed to accept both text and attachments through file uploads while maintaining relationships between these items of information in terms of a lesson learned. The report describes how the Lessons Learned System can be integrated into both the existing post construction review process and the proposed constructibility program within the Cabinet. Although the system was designed to support the post construction review and constructibility processes, its architecture will support other processes within the Cabinet where the archiving of lessons learned is important. The project also developed a process for maintaining the Lessons Learned System that includes the role of a gatekeeper to insure the quality and accuracy of the submitted and stored lessons. KW - Constructibility KW - Construction projects KW - Data banks KW - Data collection KW - Databases KW - Highway design KW - Information dissemination KW - Kentucky KW - Lessons learned system KW - Post construction reviews KW - Road construction KW - System architecture KW - Websites (Information retrieval) UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_25_SPR_262_03_1F.pdf UR - https://trid.trb.org/view/660618 ER - TY - RPRT AN - 00962204 AU - Mokarem, D W AU - Meyerson, R M AU - Weyers, R E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF CONCRETE SHRINKAGE PERFORMANCE SPECIFICATIONS PY - 2003/08 SP - 40 p. AB - During its service life, concrete undergoes volume changes. One of the types of deformation is shrinkage. The four main types of shrinkage associated with concrete are plastic, autogenous, carbonation, and drying shrinkage. The volume changes in concrete due to shrinkage can lead to cracking of the concrete. In the case of reinforced concrete, the cracking may produce a direct path for chloride ions to reach the reinforcing steel. Once chloride ions reach the steel surface, the steel will corrode, which itself can cause cracking, spalling, and delamination of the concrete. The unrestrained drying shrinkage and restrained cracking tendency of concrete mixtures typically used by the Virginia Department of Transportation (VDOT) were assessed to establish an appropriate limit on drying shrinkage for use in a performance specification. Five existing shrinkage prediction models were assessed to determine the accuracy and precision of each model as it pertains to the VDOT mixtures used in this study. The five models assessed were the ACI 209 Code Model, Bazant B3 Model, CEB 90 Code Model, Gardner/Lockman Model, and Sakata Model. The CEB 90 Code Model performed best for the portland cement concrete mixtures, and the Gardner/Lockman Model performed best for the supplemental cementitious material mixtures. Based on a comparison of the unrestrained drying shrinkage and restrained cracking tendency, it was determined that the potential for cracking could be minimized by limiting the unrestrained shrinkage of the concrete mixtures. Based on the results of this study, the recommended percentage length change specification limits are 0.0300 at 28 days and 0.0400 at 90 days for the portland cement concrete mixtures. For the supplemental cementitious material mixtures, the percentage length change specification limits were 0.0400 at 28 days and 0.0500 at 90 days. KW - Accuracy KW - Concrete KW - Cracking KW - Drying KW - Mathematical models KW - Performance based specifications KW - Portland cement concrete KW - Precision KW - Shrinkage UR - http://virginiadot.org/vtrc/main/online_reports/pdf/04-cr1.pdf UR - https://trid.trb.org/view/660625 ER - TY - RPRT AN - 00962186 AU - Cook, R A AU - Burtz, J L AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DESIGN GUIDELINES AND SPECIFICATIONS FOR ENGINEERED GROUTS PY - 2003/08 SP - 130 p. AB - Based on experimental test results, a set of design equations were developed for computing the tensile pullout resistance of headed and unheaded single and group grouted anchors. Edge distance and group spacing effects are considered, and values for the critical edge distance and critical anchor spacing are proposed. The results of this testing program, along with those from previous experimental programs, were analyzed to ascertain grout susceptibility to various installation and in-service factors. Stemming from these results, a series of product approval tests was proposed to determine if an engineered grout product is suitable for a desired application. KW - Anchors (Structural connectors) KW - Bond strength (Materials) KW - Design KW - Engineered materials KW - Equations KW - Grout KW - Guidelines KW - Pull out test KW - Spacing KW - Specifications UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC354_48_rpt_rev.pdf UR - https://trid.trb.org/view/660607 ER - TY - RPRT AN - 00962121 AU - Barnum, S A AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - IDENTIFYING THE BEST LOCATIONS ALONG HIGHWAYS TO PROVIDE SAFE CROSSING OPPORTUNITIES FOR WILDLIFE: A HANDBOOK FOR HIGHWAY PLANNERS AND DESIGNERS PY - 2003/08 SP - 67 p. AB - This document is primarily a manual to aid highway planners and designers in managing wildlife crossing of roadways. Because the preferred habitat and behavior of a given species can vary across its range, it is important to employ professionals familiar with the landscapes and species of concern on the analysis team. The results of the study also suggest that to maximize cost- and biological-effectiveness, wildlife considerations should be incorporated into initial project planning and design. This approach avoids costly redesign delays stemming from environmental compliance obligations by considering reduction of wildlife/highway conflicts as a baseline design constraint. It also allows designers to find engineering solutions that do double duty, e.g., positioning retaining walls to stabilize slopes and serve as roadside barriers to guide animals to a safe crossing location. Finally, it may be necessary to work with the entities that manage landscapes surrounding projects to maintain the landscape structure cues that bring animals to mitigated crossing locations. The purpose of the handbook is to describe the highway and landscape variables that highway planners/designers should consider when choosing the best locations for mitigation that helps medium- and large-sized mammals cross highways safely. This manual should be used when planning and designing major highway improvements or new roadway alignments. It should also be used in designing wildlife impact mitigation projects. KW - Environmental engineering KW - Environmental impacts KW - Habitat (Ecology) KW - Handbooks KW - Highway design KW - Highway planning KW - Landscape design KW - Mammals KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.dot.state.co.us/publications/PDFFiles/wildllifecrossing.pdf UR - https://trid.trb.org/view/660565 ER - TY - RPRT AN - 00961906 AU - Rupert, B AU - Wright, J AU - Pretorius, P AU - COOK, G AU - Hutchinson, K AU - Kell, W AU - Lister, H AU - Nevarez, M AU - Sanders, L AU - Schuman, R AU - Taylor, R AU - Almborg, J AU - American Trade Initiatives AU - Federal Highway Administration TI - TRAVELER INFORMATION SYSTEMS IN EUROPE PY - 2003/08 SP - 100 p. AB - There is a current focus in the United States toward providing travelers with information that enables them to make informed decisions about their schedules, modes, and routes of travel. U.S. transportation agencies are developing traveler information products that are coupled with weather, location, event, and emergency information. The scan team visited cities in Spain, Germany, Sweden, Scotland, and England that have established traveler information products and services that reflect all transportation modes. The timing for the tour also allowed the team to examine European practices that could be applied in implementing "511" telephone traveler information services in the United States. The scan team evaluated findings in information content, customer needs, business/cost recovery models, technology applications, consistency and standards, and legal and policy issues and made specific recommendations for applications in the United States. KW - 511 (National Travel Information Number) KW - Advanced traveler information systems KW - Cost recovery KW - Customers KW - England KW - Europe KW - Germany KW - Legal factors KW - Needs assessment KW - Policy KW - Recommendations KW - Routes KW - Schedules KW - Scotland KW - Spain KW - Standards KW - Sweden KW - Technology KW - Telephone KW - Transportation modes KW - United States UR - http://international.fhwa.dot.gov/travelinfo/traveler_information.pdf UR - https://trid.trb.org/view/660465 ER - TY - ABST AN - 01463137 TI - Acceptance Tests for Surface Characteristics of Steel Strands in Pre-Stressed Concrete AB - Tests conducted in the early 1980s on uncoated and epoxy-coated steel strands found that the measured transfer and development lengths of the uncoated strands were in excess of lengths computed using the equation found in the American Association of State Transportation Officials (AASHTO) standard specifications. Publication of these results led to concerns by the Federal Highway Administration FHWA and others that the AASHTO equation was not conservative enough for modern strands with larger diameter and higher ultimate tensile strength. As a result, an increase of the development length by 60 percent over the length computed using the AASHTO equation was mandated. Numerous test programs conducted by industry, academia, and state agencies in response to this mandate, including a major study by the FHWA, provided data to reevaluate the transfer and development length performance of modern strands. Beam test results were summarized by FHWA, which resulted in the formulation of new equations for both transfer and development lengths for uncoated strands. Following completion of these tests, the industry became aware of variations in the surface condition of strands used throughout the United States. The presence of surface residues arising from manufacturing processes, rust and other foreign materials as well as from the use of corrosion inhibitors suggested a possible source for the wide scatter that was observed in the test data; however, the conclusions were not definitive. Strand surface condition has a major impact on transfer and development length, yet it has not been evaluated systematically to date. Strand surface condition needs to be quantified, and acceptance test criteria need to be developed to control its impact. This issue has been unresolved for nearly 20 years, resulting in wide variations in the design of beam-ends and pile-cap embedments. Research into strand surface conditions is needed to produce more consistent, economical, and safe designs nationally; the potential for cost savings and national implementation are high. The objectives of this study are to: (1) identify the common types of uncoated steel strand residues, their impact on bond characteristics and strand performance, and recommended methods for their reduction; (2) develop a quality control and assurance method for assessing the level of deleterious residues and related test specification requirements and thresholds for strand acceptance; (3) develop a performance-based test procedure and a minimum specification requirement for strand acceptance based on bond behavior; and (4) determine if the use of surface treatments applied to strands has a significant impact on their bond characteristics. KW - Acceptance tests KW - Bond strength (Materials) KW - National Cooperative Highway Research Program KW - Prestressed concrete KW - Research projects KW - Specifications KW - Steel UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=282 UR - https://trid.trb.org/view/1231362 ER - TY - RPRT AN - 01000942 AU - Helwig, Todd A AU - Wang, Liqun AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Cross-Frame and Diaphragm Behavior for Steel Bridges with Skewed Supports PY - 2003/07/25/Final Report SP - 238p AB - Steel bridge girders are prone to buckling from construction loads during casting of the concrete for the composite deck. The buckling capacity of the steel girders can be increased by providing bracing at intermediate locations along the girder length. The intermediate bracing typically takes the form of cross-frames or diaphragms. Skewed supports occur when the supporting abutments for the girders are not normal to the girder line, but are instead offset by a skew angle. The skew angle may be required due to characteristics of intersecting roadways or due to the geological terrain. Fatigue cracks are commonly found around locations of cross-frames and diaphragms during routine maintenance inspections. These cracks form from large stress concentrations in the girder due to cross-frame and diaphragm forces induced by truck traffic on the bridge. This is particularly true for bridges with skewed supports. The objective of the research outlined in this report is to improve the understanding of the bracing behavior of cross-frames and diaphragms in steel bridges with skewed supports. General bracing requirements are developed and new cross-frame and diaphragm details to minimize fatigue problems at bracing locations are proposed. A variety of parameters were considered in the investigation, including skew angle and girder geometry. The skew angles that were considered varied from 0 degrees (normal supports) to 45 degrees. The geometry of the girder cross-sections ranged from doubly symmetric rolled sections to singly symmetric plate girders. The number of intermediate braces along the girder length was varied as well as the brace orientation relative to the girder axes. Two brace orientations were considered for each skew angle: parallel to the skewed supports and normal to the girder line. In addition to determining the general bracing requirements, improved bracing details were also considered in the study. Details are proposed that will reduce the brace forces induced from truck traffic. In addition, bracing systems that will reduce the number of cross-frames or diaphragms are proposed. Reducing the number of braces will make the bridges easier to inspect since there will be fewer fatigue-prone details. KW - Bracing KW - Bridges KW - Buckling KW - Cracking KW - Cross frames KW - Diaphragms (Engineering) KW - Fatigue (Mechanics) KW - Girders KW - Skew angles KW - Skewed supports KW - Steel KW - Truck traffic UR - https://trid.trb.org/view/756729 ER - TY - ABST AN - 01547930 TI - Selecting Backfill Materials for MSE Retaining Walls AB - Existing American Association of State Highway and Transportation Officials (AASHTO) specifications for construction of mechanically stabilized earth (MSE) retaining walls require the use of high-quality, free-draining, granular backfill. In many areas, the availability of high-quality structural backfill has been decreasing. It is anticipated that as backfill supplies decrease, costs will most likely increase. Research and practice indicates that many soils other than those classified as AASHTO A-1-a soils have high strength (friction angles higher than 34 degrees) and have been shown to be suitable as backfill within the reinforced zone of MSE retaining walls. A Federal Highway Administration (FHWA) Report ("Mechanically Stabilized Earth Walls and Reinforced Soil Slopes: Design and Construction Guidelines," FHWA-SA-96-071) and a paper by Keller (Gordon Keller, "Experiences with Mechanically Stabilized Structures and Native Soil Backfill," Transportation Research Record No. 1474, Mechanically Stabilized Backfill and Properties of Geosynthetics and Geocomposites, pp. 30-38, TRB, Washington, DC, November 1995) indicate that backfill materials, outside the specified gradation and plasticity requirements for AASHTO A-1-a soil, have shown satisfactory performance for reinforced soil slopes and MSE retaining walls. In addition, the National Concrete Masonry Association approves the use of backfill other than A-1-a soils in MSE retaining walls. However, strict adherence to AASHTO requirements for plasticity and percentage of material passing sieve #200 preclude the use of soils other than those classified as AASHTO A-1-a for use as backfill in the reinforced soil zone for MSE walls. Given the successful performance of reinforced slopes and retaining walls with backfill other than A-1-a soils, there is a need to investigate the use of a wider range of soil types for backfill within the reinforced zone of MSE retaining walls. The objective of this research was to develop selection guidelines, soil parameters, testing methods, and construction specifications that would allow the use of a wider range of backfill materials within the reinforced zone of MSE retaining walls. Accomplishment of the project objective required at least the following tasks: PHASE I (1.) Conduct a literature search to determine the use and performance of soils used as backfill in the construction of MSE retaining walls. Synthesize current practice for design, specification, and construction of MSE retaining-wall backfill. Identify standard and nonstandard laboratory and field-test procedures used to determine the characteristics of the compacted reinforced soil composite within the reinforced zone of MSE retaining walls. Determine the types of numerical analyses used for MSE retaining-wall analysis and their success in predicting retaining-wall performance. Identify the limitations of the numerical analyses. Identify the minimum laboratory or field testing programs required to adequately evaluate retaining-wall backfill. (2.) Survey proprietary MSE retaining-wall manufacturers and transportation agencies within the United States, Europe, Canada, and Asia and: (i) Determine current design and construction specifications and practices associated with MSE retaining-wall backfill. Include design details such as drainage elements, compaction techniques, and zone fills. (ii) Determine existing material property and laboratory data (physical, strength, and electro-chemical) for MSE retaining-wall backfill. Incorporate these data into an accessible database. (iii) Determine a transportation agency's economic incentive for relaxing material specifications for MSE retaining-wall backfill. (iv) Identify MSE retaining walls that did not perform as designed because of backfill quality and/or construction issues. Document the reason for lack of performance with specific emphasis on MSE retaining-wall backfill. Include case histories where lower-quality backfill was used successfully. (v) Summarize measures used to enhance the performance of backfill. (3.) Based on the information developed in Tasks 1 and 2: (i) Develop draft representative soil parameters for backfill for MSE retaining walls that can be expected to offer acceptable performance levels. (ii) Select the type or types of MSE retaining walls for full-scale field-testing that offer the highest probability of performing satisfactorily with the lowest-quality backfill soils. (iii) Update the work plan to describe in detail the research team's plan for completing the research. The work plan shall identify the type of MSE wall(s) and backfill soils to be used for laboratory testing, numerical analysis, and full-scale testing. (4.) Within 10 months of the contract award, submit an interim report documenting the results of Tasks 1 through 3. Provide an updated work plan for completing Phases II and III. If after the completion of Phase I, the research team concludes there is a need for full-scale testing, the interim report should include a discussion and justification of the full-scale testing to be conducted in Phase II. Meet with the NCHRP technical oversight panel to discuss the interim report and updated work plan. Work on Phase II will not begin without prior approval of the National Cooperative Highway Research Program (NCHRP). PHASE II (5.) Conduct laboratory testing of selected MSE retaining-wall backfill materials to develop input parameters for numerical analyses. Conduct numerical analyses to predict the performance of retaining-wall systems selected for full-scale testing. (6.) Construct and load a full-scale instrumented MSE test wall(s) to validate the performance of different MSE retaining-wall backfill soils not meeting AASHTO A-1-a soil requirements. The full-scale test shall include a control section designed and built to current AASHTO design and construction requirements. The monitoring period for the loaded test wall shall be at least 12 months so as to allow the assessment of time dependent deformation. Moisture shall be introduced into the backfill material during the monitoring period. Using the results of the full-scale field tests, validate the Task 5 numerical analyses. (7.) Develop draft selection guidelines, representative soil parameters, appropriate testing methods, and construction specifications for a wide range of soil types suitable for backfill within the reinforced zone of MSE retaining walls. Submit the draft material for review by the technical oversight panel. Meet with the panel to discuss the draft material. Work on Phase III shall not begin without prior approval from NCHRP. PHASE III (8.) Based on the panel's guidance from the Task 7 meeting, finalize the selection guidelines, representative soil parameters, appropriate testing methods, and construction specifications in a format suitable for adoption by AASHTO. (9.) Submit a final report documenting the entire research effort. Include the selection guidelines, representative soil parameters, appropriate testing methods, and construction specifications for a wide variety of backfill materials in a stand-alone appendices as appropriate. KW - Backfill soils KW - Construction KW - Guidelines KW - Materials KW - Mechanically stabilized earth KW - Retaining walls KW - Specifications KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=721 UR - https://trid.trb.org/view/1335578 ER - TY - ABST AN - 01460849 TI - Research for the AASHTO Standing Committee on the Environment. Task 6. Preparing State DOTs for Implementation of the 8-Hour Ozone and PM 2.5 Standards AB - This study analyzed the expected impacts on state transportation departments of EPA's proposed rule to implement 8-hour ozone / PM2.5 standards. The consultant worked with a multi-committee workgroup and developed draft comments for AASHTO on EPA's proposed rules. KW - Air quality KW - Environmental impacts KW - Implementation KW - National Cooperative Highway Research Program KW - Ozone KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=761 UR - https://trid.trb.org/view/1229067 ER - TY - ABST AN - 01459068 TI - Application of Industrial Coatings for Corrosion Protection AB - No summary provided. KW - Bridges KW - Corrosion KW - Corrosion protection KW - Corrosion resistant materials KW - Protective coatings KW - Research projects UR - https://trid.trb.org/view/1227280 ER - TY - ABST AN - 01459066 TI - Deep Soil Mixing Foundation Support AB - No summary provided. KW - Foundation engineering KW - Foundation soils KW - Foundations KW - Mixing KW - Research projects UR - https://trid.trb.org/view/1227278 ER - TY - RPRT AN - 00964874 AU - Federal Highway Administration AU - Iowa Department of Transportation TI - FINDING OF NO SIGNIFICANT IMPACT FOR WEST 1ST STREET (IA 57) IMPROVEMENTS, UNION ROAD TO HUDSON ROAD, CEDAR FALLS, IOWA PY - 2003/07/21 SP - v.p. AB - The Federal Highway Administration (FHWA) has determined that this project (West 1st Street Improvements, Union Road to Hudson Road, Cedar Falls, Iowa) will not have any significant impact on the human and natural environment. This Finding of No Significant Impact (FONSI) is based on the attached Environmental Assessment which has been independently evaluated by the FHWA and determined to adequately and accurately discuss the need, environmental issues, impacts of the proposed project and appropriate mitigation measures. It provides sufficient evidence and analysis for determining that an Environmental Impact Statement is not required. The FHWA takes full responsibility for the accuracy, scope and content of the attached Environmental Assessment. KW - Cedar Falls (Iowa) KW - Environmental impacts KW - Evaluation and assessment KW - Highway design KW - Improvements UR - https://trid.trb.org/view/661862 ER - TY - ABST AN - 01459065 TI - Geometric Design Laboratory Technical Support AB - No summary provided. KW - Geometric design KW - Laboratory studies KW - Research projects KW - Technical assistance UR - https://trid.trb.org/view/1227277 ER - TY - RPRT AN - 01036794 AU - MacroSys Research and Technology AU - Federal Highway Administration TI - Highway Operations Spending as a Catalyst for Job Growth PY - 2003/07/18 SP - 44p AB - The creation of new jobs is a benefit of highway infrastructure investment. Economic models have been developed to estimate the number and type of jobs created by highway construction spending both directly (through contracts for construction labor and materials) and indirectly (through increased spending by hired labor and productivity gains to society resulting from a new transportation facility). To date, however, no models exist that estimate job creation resulting from spending on operations, except as a minor component of new construction. To fill this important void, the Federal Highway Administration sponsored research to develop a new model that will estimate the number and types of jobs created through highway operations expenditures. This paper summarizes the results of this research. Specifically, the paper describes the structure of the new model, discusses the model's data requirements, and explains the key steps needed to process the required data. KW - Data requirements KW - Economic models KW - Expenditures KW - Highway operations KW - Information processing KW - Job creation KW - Jobs UR - https://trid.trb.org/view/793610 ER - TY - ABST AN - 01460919 TI - Low Impact Stormwater Treatment Methods AB - In many places stormwater flows off highways into vegetated areas before entering surface or ground water. These areas include ditches, embankments, landscaping, medians, and even bioswales. Currently there is not adequate methodology to account for the treatment benefits these areas provide. This forces projects to address stormwater by constructing unnecessarily large BMPs, often in natural areas, resulting in high cost and further environmental degradation. Several states have recently completed or are nearing completion of studies on this subject intended to provide a basis for accounting for benefits. This project will both assess that work's applicability to Washington and tailor an approach for this state. It is anticipated that the project will attract partnership funds. KW - Cost control KW - Ditches KW - Embankments KW - Environmental impacts KW - Groundwater KW - Landscaping KW - Medians KW - Research projects KW - Runoff KW - Storms KW - Water areas UR - https://trid.trb.org/view/1229137 ER - TY - RPRT AN - 00980060 AU - Federal Highway Administration TI - DISASTER RESPONSE AND EVACUATION USER SERVICE - AN ADDENDUM TO THE ITS PROGRAM PLAN PY - 2003/07/15 SP - 16 p. AB - The surface transportation system plays a crucial role in responding to natural disasters, terrorist acts, and other catastrophic events. The Disaster Response and Evacuation (DRE) User Service uses intelligent transportation systems (ITS) to enhance the ability of the surface transportation system to respond to and recover from such disasters. The user service provides enhanced access to the scene for response personnel and resources, provides better information about the transportation system in the vicinity of the disaster, and provides more efficient, safer evacuation for the general public if needed. In addition, the transportation system includes a wealth of trained professionals and resources that constitute a portion of the disaster response. Use of ITS to prioritize, allocate, and track these personnel and resources also provides a more effective response to disasters. All types of disasters are considered in this user service including natural disasters and technological and man-made disasters. The basic ITS capabilities for disaster response and evacuation are essentially the same in all of these scenarios, although specific disasters do have unique characteristics. Section 1 of this report discusses the purpose of the DRE User Service. Section 2 focuses on identifying the needs of state and local transportation agencies that participate in a broader disaster response. The needs are defined in two subsections: disaster response and evacuation coordination. Section 3 addresses the major ITS functions that support disaster response and evacuation. Section 4 distills the specific concepts of operations that are defined in the Federal Response Plan and in state emergency management plans into typical high-level transportation-related operational concepts that provide a context for the user service. The presentation begins with a local operational concept and then moves to state, and finally Federal level operational concepts, consistent with the disaster response itself which frequently begins with a local response and then escalates up to include state and federal agencies. KW - Access KW - Coordination KW - Disaster Response and Evacuation User Service KW - Disasters KW - Disasters and emergency operations KW - Emergency management KW - Evacuation KW - Federal government agencies KW - Ground transportation KW - Information dissemination KW - Intelligent transportation systems KW - Local government agencies KW - State government agencies KW - Terrorism UR - http://ntl.bts.gov/lib/jpodocs/repts_pr/14064.html UR - https://trid.trb.org/view/740783 ER - TY - ABST AN - 01460846 TI - Performance Measures and Targets for Transportation Asset Management AB - The objectives of this project are to: (1) provide an assessment of and recommendations for performance measures suitable for asset management that effectively address resource allocation and that address facility preservation, operation, and improvement; and (2) develop a framework that decision makers can use for selecting suitable performance measures and setting performance targets. The research proposed in this project should complement the "Guide" being developed under NCHRP Project 20-24(11). KW - Asset management KW - Facilities KW - Measures of effectiveness KW - National Cooperative Highway Research Program KW - Operations KW - Performance evaluations KW - Preservation KW - Research projects KW - Resource allocation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=645 UR - https://trid.trb.org/view/1229064 ER - TY - RPRT AN - 00962187 AU - Chini, A R AU - Muszynski, L C AU - Hicks, J K AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF ACCEPTANCE PERMEABILITY CHARACTERISTICS FOR PERFORMANCE-RELATED SPECIFICATIONS FOR PORTLAND CEMENT CONCRETE PY - 2003/07/11 SP - 162 p. AB - The concrete strength has been measured for a long time; however, it is becoming increasingly desirable to the Florida Department of Transportation (FDOT) to have the ability to measure concrete's durability in addition. One test to assess durability of concrete is the Rapid Chloride Permeability (RCP) test. This test records the amount of charge passed through a sample in order to evaluate its permeability. The FDOT has the desire to make the transition from a prescriptive specification style to a performance-based specification. This research project consists of the determination of the RCP values of all classes of concrete that are specified in FDOT specifications. This goal was accomplished by taking concrete test cylinders from projects that were under construction during the study. Samples are divided by FDOT concrete class and then by composition, specifically their pozzolanic additives, for evaluation. Test value recommendations are made according to these categories. The RCP test has been around for approximately 20 years and is widely used. However, the test is labor intensive and therefore costly. For this reason, an alternative Non Destructive Test (NDT) called the Surface Resistivity test is being evaluated as a possible replacement. The Surface Resistivity test uses a Wenner 4-probe array and a small alternating current to make instantaneous readings. The readings are returned by a data acquisition unit as an indication of the concrete's ability to conduct current. This project also applied this test to the samples in order to reveal a relationship between the two tests (i.e., RCP and Surface Resistivity test) of which a good correlation has been shown. Values for Surface Resistivity as well as a table to aid in the interpretation of results have been provided. Lastly, recommendations for RCP test improvement are suggested in order to improve on the test until an appropriate alternative is arrived at and agreed upon. KW - Acceptance tests KW - Chlorides KW - Concrete KW - Correlation analysis KW - Durability KW - Nondestructive tests KW - Performance based specifications KW - Permeability KW - Rapid chloride permeability KW - Resistivity method KW - Surface resistivity UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_41_rpt.pdf UR - https://trid.trb.org/view/660608 ER - TY - RPRT AN - 00962913 AU - Gunaratne, M AU - Mraz, A AU - Sokolic, I AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - STUDY OF THE FEASIBILITY OF VIDEO LOGGING WITH PAVEMENT CONDITION EVALUATION PY - 2003/07/10 SP - 96 p. AB - The Florida Department of Transportation needs a higher frequency of comprehensive data acquisition related to highway operation in Florida and an efficient centralized system to manage, process, and store such data. In response to these needs, an automated high-speed pavement evaluation vehicle has been developed. This evaluation vehicle is a Class I profiler van equipped with laser profiling, land navigation, and imaging subsystems consisting of three cameras: front-view and side-view digital area-scan cameras for capturing images of traffic signs and right-of-way safety features, and a downward-view digital line-scan camera for capturing images of the pavement surface. In addition to the 3-laser and accelerometer-based profiling system, the vehicle is also equipped with differential global positioning system (DGPS) equipment and an inertial measurement unit (IMU) for cross-slope, curvature and grade measurements. The quality and accuracy of images, and the precision of GPS, IMU and laser measurements were investigated during a limited testing program conducted at the University of South Florida. A field survey of Hillsborough County's highway network was accomplished within a four-week period to probe the functionality and reliability of the vehicle and its subsystems. KW - Accuracy KW - Condition surveys KW - Cross slope KW - Curvature KW - Global Positioning System KW - Highway grades KW - Hillsborough County (Florida) KW - Lasers KW - Measuring instruments KW - Pavements KW - Precision KW - Profiler van KW - Video cameras KW - Video logging UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC965_rpt.pdf UR - https://trid.trb.org/view/660941 ER - TY - RPRT AN - 00962185 AU - Bullock, P J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - A STUDY OF THE SETUP BEHAVIOR OF DRILLED SHAFTS PY - 2003/07/10 SP - 462 p. AB - Many driven pile foundations exhibit a side shear capacity increase with time, often termed "setup". Previous Florida Department of Transportation (FDOT) research investigating setup capacity reported a setup factor A > 0.20 for five piles driven in Florida soils. Because of their much greater capacity, a similar setup factor for drilled shafts could significantly decrease foundation cost through reduced shaft size, length, or number. The FDOT set aside five drilled shafts at the site of the new SR20 eastbound bridge for future tests following the initial tests performed during construction to verify their design capacity. These shafts ranged from 5 to 7 ft in diameter and 85 to 104 ft in length, with rock socket lengths in limestone 18 to 35 ft long. They were constructed using temporary casing and mineral slurry through overburden soils that included sand, clay, and mixed soils. Loadtest Inc. performed the initial tests in 1996, 6 to 11 days after construction, using multi-level Osterberg Cell (O-cell) tests. Strain gages cast into the shafts provided a shaft load profile from which to estimate the side shear acting on approximately nine segments in each test shaft, three in the rock socket and six in the overburden soils. The University of Florida (UF) performed a second set of tests in 2002, approximately 5.4 years later, focusing on the setup of the shaft segments in the overburden soils. The O-cells and strain instrumentation performed well during the second test set, which was accomplished by staff and students from UF without heavy equipment. This report includes both the 1996 and 2002 tests to insure equivalent analyses. The average side shear setup factor identified for 30 shaft segments in clay, sand, mixed sand and clay, and limestone was A = 0.18. However, the measured setup was both negative and positive, with a median of essentially zero setup. A number of factors, including construction techniques and residual stresses, may have affected the SR20 test results, but predictable side shear setup could not be verified based on these tests. Since potential mechanisms for drilled shaft side shear setup do exist, future tests with more careful research control during the construction and subsequent setup periods may prove otherwise. KW - Bearing capacity KW - Bridge foundations KW - Clay KW - Drilled shafts KW - Florida KW - Limestone KW - Osterberg cells KW - Pile foundations KW - Sand KW - Sandy clays KW - Side shear capacity KW - Strain gages UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC354_32_rpt.pdf UR - https://trid.trb.org/view/660606 ER - TY - RPRT AN - 00968332 AU - McVay, M C AU - Ellis, R D AU - KIM, M AU - Villegas, J AU - Kim, S-H AU - Lee, S W AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - STATIC AND DYNAMIC FIELD TESTING OF DRILLED SHAFTS: SUGGESTED GUIDELINES ON THEIR USE FOR FDOT STRUCTURES PY - 2003/07/09 SP - 303 p. AB - The Geotechnical, Construction, and Design information from eleven major Florida Department of Transportation (FDOT) bridge sites involving drilled shaft foundations with field load testing was collected and analyzed. From 27 Osterberg and 11 Statnamic field tests, it was found that the shaft capacities compared favorably to one another and did not differ by more than the site variability. Also, comparison of measured and predicted (FDOT) unit skin friction in limestone was very favorable as represented by the proposed Load Resistance Factor Design (LRFD) resistance factors, phi, and ASD factors of safety. Using the Osterberg field results, which did achieve FDOT failure (elastic shortening plus settlement equal to shaft diameter divided by 30), tip resistance vs. tip displacements for Florida limestone was compared to the Federal Highway Administration (FHWA) predicted response (O'Neill) implemented in FB-Pier. Agreement was quite good as represented by LRFD resistance factors, phi, and ASD factors of safety vs. reliability. However, the predicted response did require an additional rock property, i.e., mass modulus of the rock, which may be obtained from Young modulus of intact rock samples and average RQD from the nearest borings. From the construction information, it was identified that the typical cost of an Osterberg or Statnamic test varied from $100,000 to $120,000, depending on shaft size, with a typical test requiring two days to complete. To assist the design engineer in assessing quantities of field load testing, as well as comparing different foundation types (i.e. drilled shafts, driven piles, etc.), it is proposed that a cost (deep foundation) vs. reliability (or risk) plot be generated for the site. Based on the steepness of the plot, as well as the cost of field load tests ($100,000 to $120,000), an estimate of the number of field load tests may be determined along with acceptable risk or reliability. KW - Benefit cost analysis KW - Bridges KW - Construction KW - Drilled shafts KW - End bearing piles KW - Field tests KW - Florida KW - Foundations KW - Limestone KW - Load and resistance factor design KW - Loads KW - Mass modulus of the rock KW - Osterberg cells KW - Rocks by properties KW - Skin friction KW - Statnamic tests KW - Structures KW - Young's modulus UR - http://www.fdot.gov/research/Completed_Proj/Summary_CN/FDOT_BC354_08_rpt.pdf UR - https://trid.trb.org/view/679259 ER - TY - ABST AN - 01460858 TI - Full-Depth, Precast-Concrete Bridge Deck Panel Systems AB - The objectives of this research are to develop recommended guidelines for design, fabrication, and construction of full-depth, precast-concrete bridge deck panel systems and to develop durable and rapidly constructed connections between panels. Applications for steel and prestressed concrete superstructures should be considered. KW - Bridge decks KW - Bridge superstructures KW - Bridges KW - Connecting rods KW - Fabrication KW - National Cooperative Highway Research Program KW - Panels KW - Precast concrete KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=354 UR - https://trid.trb.org/view/1229076 ER - TY - ABST AN - 01460998 TI - Research for AASHTO Standing Committee on Highways. Task 146. Development of a Standard Protocol for Evaluating Hydrologic and Hydraulic Engineering Software Models AB - The proposed study will develop a protocol for the verification and validation of software available for watershed, hydrologic and hydraulic modeling for highway planning and design studies. KW - Design KW - Highway design KW - Highway planning KW - Hydraulics KW - Hydrologic cycle KW - National Cooperative Highway Research Program KW - Research projects KW - Software UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1488 UR - https://trid.trb.org/view/1229216 ER - TY - ABST AN - 01460890 TI - Tests of Recycled Aggregates for Use in Unbound Pavement Layers AB - The objective of this research is to recommend procedures for performance-related testing and selection of recycled HMA and PCC materials for use as aggregates in unbound pavement layers, singularly or in combination with other materials. KW - Aggregates KW - Asphalt KW - Construction KW - Highways KW - Hot mix asphalt KW - National Cooperative Highway Research Program KW - Pavement layers KW - Pavements KW - Portland cement concrete KW - Recycled materials KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=864 UR - https://trid.trb.org/view/1229108 ER - TY - ABST AN - 01463149 TI - Guide for Pavement Friction AB - The objective of this research is to develop a Guide for Pavement Friction, for consideration and adoption by AASHTO. The Guide will address frictional characteristics and performance of pavement surfaces and consider related tire-pavement noise and other relevant issues. This research is concerned with highway pavements constructed with asphalt and concrete surfaces (i.e., it will not deal with roads with unpaved surfaces or non-highway pavements). KW - Asphalt pavements KW - Friction KW - National Cooperative Highway Research Program KW - Noise KW - Pavement design KW - Pavement performance KW - Pavements KW - Research projects KW - Skid resistance KW - Surface friction (Geophysics) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=229 UR - https://trid.trb.org/view/1231374 ER - TY - ABST AN - 01460920 TI - Seismic Assessment and Retrofit of Existing Multi-Column Bent Bridges AB - The bridge seismic retrofit program has essentially completed retrofitting all of the single column bridges. The next category of bridges, those with multiply columns in each bent, raise questions as to what the correct and most economical approach should be to retrofitting. Research will focus on assessing the seismic vulnerability of typical multi-column bent bridges and providing retrofit strategies that do not require the treatment of every column in every bent. Retrofitting every column would be both time and cost prohibitive. Primary benefit would be cost savings. KW - Assessments KW - Bents KW - Bridges KW - Columns KW - Research projects KW - Retrofitting KW - Seismic prospecting UR - https://trid.trb.org/view/1229138 ER - TY - ABST AN - 01460856 TI - Legal Truck Loads and AASHTO Legal Loads for Posting AB - The objective of this research is to recommend revisions to the legal loads for posting as depicted in the American Association of State Highway and Transportation Officials (AASHTO) Manual for Condition Evaluation of Bridges and the AASHTO Guide Manual for Condition Evaluation and Load and Resistance Factor Rating of Highway Bridges. The recommended loads shall reliably produce the forces induced in bridges by all reasonable truck configurations meeting Federal Formula B. KW - Bridges KW - Condition surveys KW - Evaluation and assessment KW - Legal factors KW - Loads KW - National Cooperative Highway Research Program KW - Research projects KW - Resistance tests KW - Trucks UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=352 UR - https://trid.trb.org/view/1229074 ER - TY - ABST AN - 01460839 TI - Research for AASHTO Standing Committee on Highways. Task 166. Acceleration of Environmental Stewardship Best Practices for Maintenance and Construction AB - This study will identify and accelerate the promotion of best practices in environmental stewardship in construction and maintenance. It will be administered as NCHRP Project 25-25, Task 4. KW - Best practices KW - Construction and maintenance KW - Environmental impacts KW - Maintenance KW - National Cooperative Highway Research Program KW - Promotion KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1511 UR - https://trid.trb.org/view/1229057 ER - TY - ABST AN - 01460750 TI - Flow Archive Analysis Support AB - The objective of this project is to conduct freeway performance monitoring analyses, enhance existing software tools to facilitate completion of analyses and provide technical support to Washington State Department of Transportation (WSDOT) users of software tools. KW - Performance evaluations KW - Research projects KW - Software KW - Technical assistance KW - Traffic flow KW - Traffic flow rate KW - Urban highways UR - https://trid.trb.org/view/1228968 ER - TY - ABST AN - 01458736 TI - Base Reinforcement Using Geogrid AB - North Dakota's aging highways are being rehabilitated with thicker base sections to improve pavement performance. These bases are being constructed with virgin aggregates and blends of recycled materials to provide adequate drainage and support for the pavement. Most of the aggregate used is a local material that is being depleted and is becoming harder to find. The North Dakota Department of Transportation (NDDOT) is looking at ways to improve the performance of the pavement, decrease future maintenance costs, conserve aggregate resources, and reduce the time needed to rehabilitate the roadway. The objective of this study is to determine if using Geogrid as a base reinforcement will provide the performance characteristics required, while reducing aggregate use and construction time. The experimental feature is on project NH-4-052(044)058 which is located on US Highway 52 from Donnybrook to Carpio. Three different sections were designed and are as follows: Section 1 (Control) -Length 2 mile, Sta 3260+44 to Sta 3286+84; Section 2 - Length 2 mile, Sta 3286+84 to Sta 3313+24; Section 3 - Length 2 mile, Sta 3313+24 to Sta 3339+64. The evaluation period is 10 years or until failure. Every two years the experimental feature will be evaluated and a report generated. The performance of each section will be monitored and evaluated for the following:  Distresses (e.g., cracks, rutting, etc.) in the different sections.  Overall pavement condition.  Maintenance costs.  FWD Comparisons (after construction and on a biannual basis). The FWD testing will be conducted in the early fall to coincide with the completion of the project.  Performance of each section. Performance of each section will be judged on the number of distresses, overall pavement condition, maintenance costs, and FWD data. KW - Aggregates KW - Blends KW - Drainage KW - Geogrids KW - Highway maintenance KW - Maintenance management KW - North Dakota KW - Pavement performance KW - Recycled materials KW - Rehabilitation (Maintenance) KW - Research projects UR - https://trid.trb.org/view/1226948 ER - TY - ABST AN - 01458463 TI - Salt Impacts in the Cascade Region of Adirondacks AB - The objective of this project is to assess the fate, transport and environmental effects of salt usage in the Cascade region of the central Adirondacks and to propose recommendations for deicing in this unique environment. The study would include assessment of the trees, vegetation and water quality conditions in the region. The Cascade region of the central Adirondacks has unique geological, flora and fauna features of which distress to the trees along roadways has been observed. Roadway de icing (salt) has been proposed as a contribution to the tree distress. Several studies have been conducted by many different interested entities, but an overall compilation, research plan and interpretation has not been developed to address the issue. KW - Deicing KW - Environmental impacts KW - New York (State) KW - Research projects KW - Roadside flora and fauna KW - Salts KW - Trees KW - Vegetation KW - Water quality KW - Winter maintenance UR - https://trid.trb.org/view/1226674 ER - TY - RPRT AN - 01548140 AU - Upchurch, Kathy D AU - Black, Thomas F AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Performance of Pavement Drainage Systems PY - 2003/07//Final Report SP - 35p AB - The increased use of open graded pavement materials and the implementation of rubblizing to refurbish highway roadbeds require the installation of pavement edge drains to vent the open graded materials and allow moisture to flow freely from the pavement strata. If these drains are not installed and maintained properly, water will collect under the pavement and the result is increased, rather than reduced, moisture causing more damage to the pavement structure. Currently, the Arkansas State Highway and Transportation Department (AHTD) installs 4" pipe edge drains on highway projects within the State. In the past, both the conventional round collector pipe drain and geo-composite edge drains have been used. This project, TRC-9207, Performance of Pavement Drainage Systems, was intended to compare the performance of both of these type edge drains and to investigate the overall performance of edge drains throughout the State. By studying these drains in operation, problems associated with these systems can be documented and solutions determined which would prevent premature failure of future systems, thereby maximizing the State's return on its investment. TRC-9207 was implemented in 1992 with three objectives: 1. Evaluate the pavement section (surface, base, subbase) in terms of type, design, and materials involved in the pavement section; 2. Investigate the performance of both types of subsurface drainage systems used in Arkansas in terms of pavement distress; and 3. Determine the factor or factors influencing the performance of each subsurface drainage system. Since the initiation of this project, investigations and observations have been made and resulted in two additional secondary objectives: 4. Sample the condition of pavement edge drain installations statewide and assess and report on their condition; and 5. Prepare recommendations on the repair and maintenance of existing pavement drains including recommendations for future design, construction, and inspection procedures. KW - Arkansas KW - Condition surveys KW - Design KW - Drainage KW - Drainage pipes KW - Edge drains KW - Geocomposite drains KW - Inspection KW - Maintenance KW - Pavements UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209207.pdf UR - https://trid.trb.org/view/1335507 ER - TY - RPRT AN - 01443275 AU - Folliard, K J AU - Thomas, M D AU - Kurtis, K E AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure R&D TI - Guidelines for the use of lithium to mitigate or prevent alkali-silica reaction (ASR) PY - 2003/07 IS - FHWA-RD-03-047 SP - 78p KW - Alkali silica reaction KW - Alkali silica reactions KW - Case studies KW - Case study KW - Concrete KW - Concrete KW - Durability KW - Durability KW - Field test KW - Field tests KW - Laboratory test KW - Laboratory tests UR - https://trid.trb.org/view/1211083 ER - TY - RPRT AN - 01363761 AU - Abu al-eis, Khader AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of MMFX Corrosion-Resistant Steel Dowel Bars in Concrete Pavements PY - 2003/07//Construction Report SP - 11p AB - This experimental study was initiated to evaluate MMFX corrosion-resistant steel dowel bars, manufactured by MMFX Steel Corporation of America. MMFX steel has a low carbon content, eight to ten percent chromium, high strength, and is highly corrosion-resistant. This report only includes the construction aspects of this research study. MMFX steel dowel bars were installed in a new concrete pavement on STH 57 in Ozaukee County, Wisconsin. Generally, the placement of the MMFX dowel bars went smoothly, with the exception of minor problems. The MMFX dowel bars were slippery compared to the epoxy-coated bars. This caused a few bars to slip through the dowel bar inserter during the automated placement of the dowel bars into the inserter. According to the contractor, they could adjust the plates that hold the dowel bars in the housing of the inserter to prevent slippage if needed. Another minor problem was that some of the MMFX dowel bars were slightly longer than the epoxy-coated bars. However, the housing of the dowel bar inserter on the paver could accommodate slightly longer bars. Only one MMFX dowel bar was removed because it was too long. The project site will continue to be monitored for performance evaluations. KW - Concrete pavements KW - Corrosion resistant steel KW - Dowels (Fasteners) KW - Epoxy coatings KW - Pavement design KW - Paving UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-07-03mmfx-edited.pdf UR - https://trid.trb.org/view/1132261 ER - TY - RPRT AN - 01160032 AU - Szary, Patrick AU - Hanna, Darrin AU - Al'Nsour, Mahmoud AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Evaluation of Smart Chip Technology PY - 2003/07//Final Report SP - 21p AB - Gas recognition technology has seen tremendous progress recently, as a result of the widespread utilization ranging from applications in the automotive industry to food processing to environmental engineering. The progress ranges from developing new sensors that have a faster reaction time and higher sensitivity to the targeted gas, to developing new signal processing techniques that takes an off-the-shelf sensor array as input and outputs an accurate, fast, and highly sensitive, repeatable reading. The latter approach utilizes relatively low cost sensors and an inexpensive, intelligent Very Large Scale Integration Application Specific Integrated Circuit (VLSI ASIC) to provide a high quality gas recognition system. Current instruments used for vehicle emission testing to quantify the amount of unwanted gases, although very sophisticated and can reliably measure as low as few parts per million, are very sensitive to environmental changes such as temperature, humidity, oxygen content, and sometimes any non-gaseous content and particulates. In this project, a type of signal processing technique called reinforcement artificial neural networks with an array of off-the-shelf sensors were used to enhance the output of the vehicle emission instrument. KW - Emissions testing KW - Exhaust gases KW - Inspection KW - Inspection equipment KW - Motor vehicles KW - Neural networks KW - Sensors KW - Signal processing UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-010.pdf UR - https://trid.trb.org/view/920565 ER - TY - RPRT AN - 01129904 AU - Maher, Ali AU - Bennert, Thomas A AU - Jafari, Farhad AU - Gucunski, Nenad AU - Douglass, W Scott AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Dredge Material Evaluation and Utilization Plan for New Jersey PY - 2003/07//Final Report SP - 28p AB - As a result of the ban on the disposal of contaminated dredged sediments in the New York Bight, the states of New York and New Jersey have embarked on a rigorous program of seeking environmentally friendly solutions to the handling of dredged material, including beneficial use of stabilized dredged material (SDM) in roadway applications. A pilot study was initiated in 1998 to construct two embankments on a site in Elizabeth, New Jersey, where SDM was successfully used as a cover for more than 100 acres of commercial development area. The pilot study included a laboratory phase for geotechnical evaluation of SDM, and a field phase for monitoring and evaluation of the construction process, as well as the performance of the fills following construction. The results of the laboratory phase, as reported in this paper, demonstrate that SDM satisfies most of the geotechnical criteria for fill construction, except those for durability, requiring proper coverage and protection similar to those provided for fills constructed on cohesive soils. KW - Dredged materials KW - Elizabeth (New Jersey) KW - Embankments KW - Environmental impacts KW - Fills KW - Geotechnical engineering KW - Laboratory tests KW - New Jersey UR - http://cait.rutgers.edu/files/SROA-RU3971_0.pdf UR - https://trid.trb.org/view/890141 ER - TY - RPRT AN - 01108760 AU - Lange, David A AU - Roesler, Jeffery R AU - DAmbrosia, Matthew D AU - Grasley, Zachary C AU - Cowen, December AU - Lee, Chang Joon AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - High Performance Concrete for Transportation Structures PY - 2003/07//Final Report SP - 307p AB - The use of High Performance Concrete (HPC) for Illinois Department of Transportation (IDOT) transportation structures was the subject of a three-year study that involved field investigation, laboratory experiments, analysis and modeling work. The field study was based on IDOT projects and involved instrumentation and analysis of six HPC bridge decks. The laboratory component used methods developed at the University of Illinois, Urbana-Champaign (UIUC) for characterizing early age thermal, shrinkage, creep, and cracking behavior. Modeling included the use of material models to analyze and predict creep and shrinkage behavior and a finite element model to investigate structural and material interaction in IDOT bridges. KW - Bridge decks KW - Bridge substructures KW - Cracking KW - Creep KW - Early age (Concrete) KW - Field tests KW - Finite element method KW - High performance concrete KW - Illinois KW - Laboratory tests KW - Shrinkage UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-126.pdf UR - https://trid.trb.org/view/868224 ER - TY - RPRT AN - 01099661 AU - Itani, Rafik AU - Masad, Eyad AU - Balko, Bart AU - Bayne, Brian AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Development of High Performance Concrete and Evaluation of Construction Joints in Concrete Floating Bridges PY - 2003/07//Final Report SP - 239p AB - Floating bridge concrete must be watertight, durable, workable, and must have sufficient cohesiveness to prevent segregation in heavily congested deep walls. The mix design must experience minimal creep and shrinkage to reduce prestress losses, and shrinkage cracking. As a result of recent concrete research, new mixes were created incorporating various quantities of fly ash, silica fume, metakaolin, poly-carboxylate ether superplasticizers, and Caltite waterproofing admixture. This research focuses on concrete with a water binder ratio of 0.33 and a slump in the range of 8 to 9 inches. Workability characteristics of the fresh concrete are analyzed and hardened concrete properties tested in this research are compressive strength, chloride ion permeability, and creep and drying shrinkage properties. It was found that metakaolin was successful in producing mix designs with similar properties as Silica fume modified concrete. Satisfactory strength was achieved through increasing the fly ash and lowering the silica fume contents, though, chloride ion permeability was negatively affected. The removal of silica fume and the inclusion of Caltite decreased the concrete’s resistance to chloride ion permeability and produced concrete that failed to attain the required 28-day ultimate compressive strength of 6500 psi. The second part of this study focuses on developing an experimental setup to evaluate products and construction methods to help prevent water leakage through construction joints in pontoon floating bridges. A pressure system was used to apply significant pressures to concrete test specimens containing a construction joint. Different products and construction methods were used in constructing the joints to determine the most effective methods for preventing water penetration in the field. The testing results have shown compaction effort is the most important factor in water leakage through a joint. Increased compaction in laboratory specimens leads to less water leakage through construction joints. Product selection was ineffective in preventing water leakage if concrete compaction was inadequate. KW - Caltite KW - Chlorides KW - Compaction KW - Compressive strength KW - Construction joints KW - Creep KW - Fly ash KW - High performance concrete KW - Leakage KW - Metakaolin KW - Mix design KW - Permeability KW - Pontoon bridges KW - Shrinkage KW - Silica fume KW - Water UR - http://www.wsdot.wa.gov/research/reports/fullreports/649.1.pdf UR - https://trid.trb.org/view/859226 ER - TY - RPRT AN - 01074101 AU - Federal Highway Administration TI - Central Susquehanna Valley transportation project, S.R. 0015, section 088, Snyder, Union and Northumberland counties : environmental impact statement PY - 2003/07//Volumes held: Draft(2v), Final(2v) KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/833495 ER - TY - RPRT AN - 01062344 AU - Federal Highway Administration TI - New River Parkway, I-64 interchange to Hinton, Raleigh and Summers counties : environmental impact statement PY - 2003/07//Volumes held: Draft, Supplement to the draft, Final KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821841 ER - TY - RPRT AN - 01042081 AU - Ozbay, Kaan AU - Parker, Neville A AU - Jawad, Dima AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Guidelines for Life Cycle Cost Analysis PY - 2003/07//Final Report SP - 130p AB - Life Cycle Cost Analysis (LCCA) is an indispensable technique that employs well-established principles of economic analyses to evaluate long term performance of competing investment options. The LCCA process is performed by summing up the discounted monetary equivalency of all benefits and costs that are expected to be incurred in each option. The investment option that yield the maximum gains to the society is considered the optimal option. The analytical framework of LCCA further serves as a support system for making informed and conversant choices in infrastructure management. This report summarizes a thorough research that establishes the guidelines for conducting LCCA. Most of the LCCA input parameters are inherently uncertain, such as the discount rate, the analysis period, and the type and timing of future rehabilitation activities that will take place in each of the life cycle options. In order to conduct LCCA in a reliable and trustworthy manner, a thorough understanding of the theoretical engineering and economics background must be acquired. The report starts by setting LCCA in its broad perspective. It reviews the economic theory of LCCA, discusses the types and levels of analysis in project evaluation, and briefly goes over the historical background of LCCA. Next a systematic and generic approach for conducting LCCA is presented. Then, a discussion about the state-of-the-practice of LCCA in State DOTs in comparison with state-of-the-art of LCCA is introduced. After that, detailed discussions of every component of LCCA are provided. The uncertainty component in LCCA is deliberated along with the probabilistic approach. A review of the available and significant LCCA models is presented as well. Towards the end, the report discusses a distinct application of LCCA in monitoring contractor’s pay schedule. The LCCA guidelines, presented in this report, aim mainly at providing the reader with sufficient knowledge on how to perform LCCA, how to estimate its input parameters, and how to interpret its results. KW - Analytical framework KW - Benefit cost analysis KW - Contractors KW - Economic analysis KW - Guidelines KW - Life cycle costing KW - State departments of transportation KW - State of the art KW - State of the practice UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-012.pdf UR - https://trid.trb.org/view/798636 ER - TY - RPRT AN - 01032951 AU - Zwahlen, Helmut T AU - Russ, Andrew AU - Vatan, Sahika AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of CTCLS Series Traffic Signal Load Switches in the Field — Bulb Life Determinations, and Development of a Group Relamping Model PY - 2003/07//Final Report SP - 135p AB - The purpose of this study was to evaluate the extended traffic signal light bulb longevity claims made by CLS for their CTCLS series load switches by testing in the field against conventional load switches in five different states (except Minnesota). In each state approximately 144 signalized intersections containing 512 load switches and 3456 bulbs were installed for the study, half using CTCLS load switches and half conventional load switches. The states involved were Ohio, Mississippi (the state and the city of Jackson), Michigan, Wisconsin, Minnesota (where no load switches or bulbs were installed), and Iowa (City of Waterloo). Four different major brands of bulbs were evaluated in the study (GE-Real, GE-Phillips, Sylvania, and Duro-test), with each brand assigned to a particular state (two states used Sylvania bulbs). Intersections used in the study were to be monitored and maintained for two years; and failed bulbs and load switches were tagged and returned to the study subcontractor, The Operator Performance Laboratory at the University of Iowa, for cataloging and analysis periodically during that time. The CLS claim that their CTCLS series load switches extended bulb life and reduced maintenance costs could not be investigated since Ohio Department of Transportation (ODOT) decided to remove the CTCLS load switches due to safety and liability concerns after several of the switches gave dual indications or other malfunctions. The study was then modified to study all the bulbs using only conventional load switches (3456 bulbs per state). In addition, the Duro-test company went bankrupt after the test started. Overall, the bulb life portion of the study produced little useful data. In all cases, the states and cities tagged and returned at most a fraction of the failed bulbs. It appears that the extra work caused by the study may have been asking too much of already busy maintenance personnel. Thus, it seems that studies that rely on extra efforts by state personnel over a long period of time are at best difficult to carry out. The two bulb brands [GE-Real (Ohio) and Sylvania (Jackson MS)] for which reasonably complete data were made available from internal department records would be unsuitable for use in Ohio, both exceeding the ODOT 2% failure criterion for the first year. A group relamping spreadsheet was created and evaluated, using Ohio District 4 as a test case for a limited sensitivity analysis. A relatively easy to use Excel spreadsheet was devised to compute the costs of group relamping as a function of relamping interval. The model shows a shallow minimum region at about 10 months, providing a minimized annual cost of $38,719 to the district for maintaining their 273 signalized intersections. Results will vary somewhat in other districts or states, but the software can be applied to those cases as well. One of the two greatest difficulties involved with the model is the need to input the spot relamping distances from the maintenance facility to each signal and also the distances of travel to and within clusters of intersections each taking one day to relamp as a group. The other major difficulty is the need for bulb failure curve data. The intersections also need to be clustered before using the spreadsheet. The software will provide a table of overall traffic signal maintenance cost on an annual basis as a function of group relamping interval from 1 to 24 months, from which the optimum cost group relamping interval can be selected. The group relamping spreadsheet may be downloaded at http://webce.ent.ohiou.edu/orite/Group Relamping Model.html. KW - Costs KW - Evaluation KW - Field tests KW - Group relamping model KW - Iowa KW - Liability KW - Light bulbs KW - Load switches KW - Maintenance personnel KW - Michigan KW - Minnesota KW - Mississippi KW - Ohio KW - Safety KW - Sensitivity analysis KW - Signalized intersections KW - Spreadsheets KW - Traffic signals KW - Wisconsin UR - http://www2.dot.state.oh.us/research/2003/Traffic/14714-FR.pdf UR - https://trid.trb.org/view/788285 ER - TY - RPRT AN - 01019110 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Iowa Miles of Rural Secondary Roads as of January 1, 2003 PY - 2003/07 SP - 61p AB - The Office of Transportation Data, in cooperation with the Federal Highway Administration, prepares this secondary road report. The report provides federal, state, local agencies and the general public with statistical information on the secondary road system. Information for this report is derived from data reported by Iowa County Engineers. Their reports of construction which may change the road surface, length, and functional classification are reflected in this report. The report is in four major sections: State Totals in Miles by Type of Surface, Statistical Summary, County Totals in Miles by Type of Surface, and Condition of the Rural Secondary System. A Five Year Summary of the Secondary Road System in Iowa is also included. All data is current as of January 1, 2003. KW - Counties KW - Functional classification KW - Iowa KW - Miles KW - Pavement conditions KW - Road condition KW - Road construction KW - Rural highways KW - Secondary roads KW - States KW - Statistics KW - Surface course (Pavements) KW - Surface types (Pavements) KW - Tables (Data) UR - http://www.iowadotmaps.com/secmiles UR - https://trid.trb.org/view/775696 ER - TY - RPRT AN - 01011193 AU - Weissmann, Angela Jannini AU - Weissmann, Jose AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of an Automated Fleet-Level Equipment Replacement Methodology PY - 2003/07//Technical Report SP - 110p AB - The Texas Department of Transportation (TxDOT) owns and maintains an active fleet inventory of over 17,100 units, replacing about ten percent of the fleet annually. Any methodology that can improve the replacement procedures currently used at TxDOT has the potential of savings millions of dollars. This report describes a replacement methodology developed to assist equipment replacement at TxDOT that includes life-cycle cost history as one of the replacement criteria. This new method takes full advantage of the comprehensive TxDOT's Equipment Operating System (EOS) database. It automatically outputs prioritized replacement lists based on ranking the condition of each unit with respect to the condition of all other units within its class. The research objectives were to develop, test and implement a computerized system capable of updating the analysis data sets, processing and comparing the life cycle cost profiles for all equipment units in TxDOT's inventory, supporting equipment replacement decisions with life cycle cost based replacement criteria, and generating reports in tabular and graphical formats in order to simplify the analysis of the results by TxDOT decision makers. This report, the second of the 4941 series, describes the development of this methodology and the framework of the computer program for its implementation. The third report of this series is the software manual. KW - Computer programs KW - Databases KW - Decision making KW - Equipment replacement KW - Fleet management KW - Life cycle costing KW - Methodology KW - Texas Department of Transportation UR - https://trid.trb.org/view/767667 ER - TY - RPRT AN - 01011191 AU - Weissmann, Jose AU - Weissmann, Angela Jannini AU - Gona, Srinivas AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Equipment Replacement Model (TERM) Software Manual PY - 2003/07//Technical Report SP - 56p AB - The Texas Department of Transportation (TxDOT) owns and maintains an active fleet inventory of approximately 17,000 units, replacing about ten percent of them annually. Private and public agencies do not routinely use life-cycle cost as a replacement criteria because, until now, the only way to automate the inspection of thousands of life-cycle cost histories was to define an acceptability threshold for annualized costs. Most fleet managers rightfully consider this practice too inaccurate. The most relevant information provided by a life-cycle cost graph is its trend; units whose life cycle costs have been increasing longer and/or at a faster rate should have higher replacement priority. A major contribution of this research project is the development of the life cycle cost trendscore, a method that enables a computer to mimic replacement decisions made by a person visually inspecting a series of life cycle cost histories. Research project 7-4941 developed and tested the Texas Equipment Replacement Model (TERM), a computerized system that uses the trendscore to support equipment replacement decisions with life cycle cost based replacement criteria. TERM is a menu-driven system that can generate data tables and graphs, calculate and compare life cycle cost profiles and trends, and prioritize units for replacement based on fleet-wide comparisons of each unit's condition to the condition of all other units within its class. This report, the third of the 7-4941 series, consists of the TERM software manual. KW - Computer program documentation KW - Computer programs KW - Databases KW - Decision making KW - Equipment replacement KW - Fleet management KW - Life cycle costing KW - Methodology KW - Software KW - Texas Department of Transportation UR - https://trid.trb.org/view/767671 ER - TY - RPRT AN - 01001419 AU - Parker, Neville A AU - Ansari, Farhad AU - Ghosn, M AU - Subramaniam, K AU - Meja, S JM AU - Quinlan, B AU - University Transportation Research Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Bridge Appurtenances: Part A. Energy Absorbing Fender Systems, Part B. Pre-Cast or Prefabricated Bridge Deck Systems, Part C. Smart Bridges PY - 2003/07//Final Report SP - 248p AB - This report presents the findings and recommendations for the following New Jersey Department of Transportation's (NJDOT's) technology transfer projects: A. Energy Absorbing Fender System - Existing bridge fender protective systems technology, used by other states and countries are grouped into six main categories: (1) Pile supported, (2) Retractable, (3) Rubber, (4) Gravity, (5) Hydraulic/pneumatic, and (6) Floating systems. A protection system composed of hardcore composite pile dolphins, composite tubular piles with stay-in-place formwork surrounded by composite ultra-high molecular-weight faced fender panels, was recommended as the state-of-the-art system for NJDOT, after rating six generic design alternatives based on their life cycle costs. B. Pre-Cast or Prefabricated Bridge Deck Systems - It was found that more than 50% of U.S. bridges are classified as pre-stressed concrete structures. The study concluded that precast bridge decks have several advantages over cast-in-place structures, including faster construction schedules, longer service lives, and potentially greater cost efficiency. The use of precast bridge decks in conjunction with new construction materials, such as high performance concrete and fiber-reinforced composites was recommended. C. Smart Bridges - It was found that nondestructive (NDT) methods enable fast, inexpensive and continuous monitoring of reinforcement condition. However, determination of the extent of corrosion is complex and may lead to misinterpretation of results, and to avoid this it was recommended that several NDT methods be combined or used in tandem, for robust analysis and conclusion about corrosion of reinforcement steel. KW - Bridge decks KW - Bridges KW - Cast in place structures KW - Corrosion KW - Dolphins (Piles) KW - Energy absorbing materials KW - Fenders (Bridges) KW - Floating structures KW - Formwork KW - Hydraulic properties KW - Life cycle costing KW - Nondestructive tests KW - Piles (Supports) KW - Pneumatics KW - Precast concrete KW - Prefabricated bridges KW - Prestressed concrete bridges KW - Reinforcing steel KW - Retractable KW - Rubber KW - Smart structures KW - Stay in place KW - Tubular structures UR - http://ntl.bts.gov/lib/24000/24900/24911/Bridge_Appurtenance1-24-05.pdf UR - https://trid.trb.org/view/757204 ER - TY - RPRT AN - 01000934 AU - Hill, Chris AU - Chiaw, Choo Ching AU - Harik, Issam AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Reinforcement Alternatives for Concrete Bridge Decks PY - 2003/07//Final Report SP - 35p AB - This report investigates the application of various reinforcement types in concrete bridge decks as potential replacements or supplements to conventional steel reinforcement. Traditional epoxy coated reinforcement (ECS), stainless steel clad (SSC) reinforcement, MMFX microcomposite reinforcement, and carbon fiber reinforced polymer (CFRP) reinforcement were evaluated. Tests were conducted to determine the material properties of each reinforcement type. Full-scale two-span reinforced concrete deck specimens were load tested to evaluate their performance. CFRP reinforcement was deployed in a single-span bridge located on Elkin Station Road in Clark County, Kentucky. The SSC and MMFX reinforcements were each placed in a separate span in a two-span bridge located on Galloway Road in Scott County, Kentucky. Results of the laboratory investigation showed that bridge decks reinforced with ECS, SSC, MMFX, and CFRP reinforcements satisfy the AASHTO Specification strength requirements. KW - Bridge decks KW - Carbon fibers KW - Clad metals KW - Epoxy coatings KW - Laboratory tests KW - Load tests KW - Microcomposite steel KW - Performance KW - Properties of materials KW - Reinforced concrete KW - Reinforcing steel KW - Stainless steel UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_19_SPR_215_00_1F.pdf UR - https://trid.trb.org/view/756779 ER - TY - CONF AN - 00989170 AU - Newsome, T AU - Steinman, N AU - Ewing, R AU - Transportation Research Board TI - CHARLOTTE'S URBAN STREET DESIGN GUIDELINES: A CONTEXT-SENSITIVE DECISION-MAKING METHOD PY - 2003/07 SP - 16p AB - As part of the City of Charlotte's Smart Growth strategy, staff and consultants are developing comprehensive new urban street design guidelines to be applied to all new and modified streets. The design guidelines provide for all travel modes, while explicitly considering land use context, street function, and allocation among competing uses for often-limited right-of-way. The design guidelines offer direction on planning and designing for five street types and their intersections. As important as the "ideal" cross-sections developed, however, is the information provided to guide the tradeoff decisions inherent in street design, particularly in retrofit or modification situations. To that end, the guidelines include a step-by-step approach to their application. The approach is to be used by land planners, traffic engineers, urban designers and any other stakeholders when faced with accomplishing a variety of objectives within constrained conditions. A test application to a street improvement project demonstrates how the new method has resulted in an alternative street design that would not have been as likely under the traditional approach to street design in Charlotte. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Charlotte (North Carolina) KW - Context sensitive design KW - Decision making KW - Guidelines KW - Highway design KW - Planning and design KW - Smart growth KW - Stakeholders KW - Streets UR - https://trid.trb.org/view/755625 ER - TY - CONF AN - 00989171 AU - Voigt, K H AU - Steinman, N AU - Transportation Research Board TI - DESIGN CHANGES FOR LIVABLE URBAN STREETS PY - 2003/07 SP - 11p AB - The City of Charlotte, North Carolina is in the process of doing a major revision of its design guidelines to create context sensitive streets that address the mobility needs of vehicles, pedestrians and bicyclists. The goal is to create livable streets. The new guidelines will serve as an overlay to the entire range of street categories from thoroughfares to locals. The new typology overlay considers five basic land use related context facility types defined as parkways, boulevards, avenues, main streets and local neighborhood access streets. Each typology is defined to reflect street function and surrounding land uses. Parkways are seen as aesthetically treated roadway conduits with a design priority of moving traffic. In comparison, Main Streets are treated with a design priority of moving pedestrians and providing parking for adjacent development. This change in design philosophy stays in compliance with roadway design standards but addresses the standard engineering need of using 'desirable' values, which in some cases can result in hostile environments for other users. Instead, allowable and minimum standards are used as appropriate to balance user needs to provide a context sensitive street. The resulting guidelines acknowledge that vehicular congestion can be acceptable for specific roadway typologies and unacceptable for others. This emerging design philosophy addresses the need to prioritize tradeoffs in street design to permit roadway corridor elements to fit within constructed right of ways based on their function and land use components. Depending on the facility, sidewalks and planting strips can be more important than additional lanes of traffic or their standard 12-ft widths depending upon modal emphasis. The guidelines address all the elements of basic roadway segments as well as the elements of intersection junctions between similar and different typology facilities. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access roads KW - Alternatives analysis KW - Arterial highways KW - Charlotte (North Carolina) KW - Context sensitive design KW - Highway design KW - Land use KW - Landscaping KW - Lane width KW - Parkways KW - Philosophy KW - Sidewalks KW - Streets KW - Sustainable development KW - Traffic lanes KW - Types of roads UR - https://trid.trb.org/view/755626 ER - TY - CONF AN - 00989174 AU - Chlewicki, G L AU - Transportation Research Board TI - NEW INTERCHANGE AND INTERSECTION DESIGNS: THE SYNCHRONIZED SPLIT-PHASING INTERSECTION AND THE DIVERGING DIAMOND INTERCHANGE PY - 2003/07 SP - 16p AB - Existing intersections and interchange designs can be deficient due to the inability to accommodate common traffic patterns and due to road networks being originally engineered for a strong hierarchy of intersecting roads when currently many intersecting roads have similar characteristics. The purpose of this paper is to introduce two new designs, developed by the author, which can accommodate the traffic patterns at major intersections and interchanges. The intersection design is called the "synchronized-split phasing intersection." The interchange design is called the "diverging diamond interchange." These designs take advantage of the benefits of split-phasing and signal synchronization to theoretically improve signal timing at heavy volume intersections or heavy turning movements. Simulations were conducted to compare the delay and total stops of these new designs to other conventional designs. The results showed that the synchronized split-phasing intersection and the diverging diamond interchange operated much more efficiently than the original designs. There seems to be great potential for these designs, although more research would be needed to look into alterations in traffic patterns and signal spacing, as well as a cost analysis. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Design KW - Diverging diamond interchanges KW - Interchanges KW - Signalized intersections KW - Simulation KW - Synchronized split phasing KW - Traffic delays KW - Traffic signal timing UR - https://trid.trb.org/view/755629 ER - TY - CONF AN - 00989167 AU - Inman, V W AU - Shafer, T AU - Katz, B J AU - Bared, J G AU - Davis, G W AU - Transportation Research Board TI - FIELD OBSERVATIONS OF PATH AND SPEED OF MOTORISTS AT DOUBLE-LANE ROUNDABOUTS PY - 2003/07 SP - 16p AB - Roundabouts generally have fewer crashes and less severe crashes compared to signalized intersections. Reduced speed and low speed differences between entering and circulating traffic are thought to be important contributors to roundabout safety. The geometric design of modern roundabouts has many attributes that may influence drivers' selection of path and speed. Deflection at entry is one of the attributes that contributes to both the reduced speeds and low speed differences. The Federal Highway Administration (FHWA) publication "Roundabouts: An Informational Guide" suggests a method, based on the theoretical fastest path, for evaluating geometric designs for adequacy in controlling speed and speed differences. The current study evaluated that method against observations of path and speed at two double-lane roundabouts. The results suggest that the method given in the FHWA publication predicts actual operational speed fairly well. A method is described for recording speed and path through approach, circulatory roadway, and departure. This method provides for economical recording of lane position at five locations along a through path, and spot speed at three locations. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Data collection KW - Geometric design KW - Lane position KW - Roundabouts KW - Safety KW - Speed KW - Spot speed KW - Through path KW - Two lane highways UR - https://trid.trb.org/view/755622 ER - TY - CONF AN - 00989178 AU - Huang, H F AU - Stewart, J R AU - Zegeer, C V AU - Tan Esse, C H AU - Transportation Research Board TI - HOW MUCH DO YOU LOSE WHEN YOUR ROAD GOES ON A DIET? PY - 2003/07 SP - 20p AB - Transportation engineers and planners may implement road diets with the objective of reducing vehicle speeds and motor-vehicle crashes and injuries. Typical road diets consist of converting four-lane undivided roads into three lanes (two through lanes plus a center turn lane) with the remaining space used for bicycle lanes, sidewalks, and /or on-street parking. This study investigated the actual effects of road diets on motor-vehicle crashes and injuries using data from cities in California and Washington state. A before and after analysis using a "yoked comparison" study design of the road diet and comparison sites indicated that the percent of crashes at the road diet sites during the "after" period was slightly lower than at the comparison sites. Further analysis using a negative binomial model controlling for possible changes in average daily traffic, study period, and other factors indicated no significant treatment effect. Crash severity was virtually the same at road diet and comparison sites. However, there were differences in crash type distributions between road diet and comparison sites but not between "before" and "after" periods. Implementation of a road diet should be made on a case-by-case basis where traffic flow, vehicle capacity, and safety are all considered. Also, the effects of road diets should be evaluated further under a variety of traffic and roadway conditions. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Before and after studies KW - California KW - Crash severity KW - Crash types KW - Four lane highways KW - Impact studies KW - Road diets KW - Three lane highways KW - Traffic crashes KW - Washington (State) UR - https://trid.trb.org/view/755633 ER - TY - CONF AN - 00989163 AU - Bochner, B AU - Dock, F C AU - Transportation Research Board TI - STREET SYSTEMS AND CLASSIFICATIONS TO SUPPORT SMART GROWTH PY - 2003/07 SP - 9p AB - This paper presents concepts on street systems to support Smart Growth that are being developed through a joint project of the Institute of Transportation Engineers and the Congress for the New Urbanism. The intent of the joint project is to encourage the practice of context sensitive street and network design to create and strengthen multi-modal places, to emphasize walkability, and to support compact, mixed use environments. Within the current practice of street design, network density and functional class are used as inputs to the design process to control the basic size, speed, and accessibility of the roadway being designed. In that context, the network aspects focus on minimizing travel time and congested operations, rather than on defining their contribution to community character. Similarly, while the functional class system establishes the hierarchy for street networks, it remains silent on the size, scale, and modal accommodation of the various roadways in each classification by leaving that activity to a capacity-based needs calculation. The joint project work establishes a dimensional framework that pairs a street typology (modes accommodated, purpose) and design criteria (maximum number of lanes and design speed) with urban design (levels of activity, location of access, relation to street) to create coherent networks that serve the diverse economic, social, and environmental needs of metropolitan communities. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Context sensitive design KW - Highway classification KW - Highway design KW - Metropolitan areas KW - Mixed use development KW - Multimodal transportation KW - Smart growth KW - Streets KW - Urban design KW - Walking UR - https://trid.trb.org/view/755618 ER - TY - CONF AN - 00989165 AU - Russell, E R AU - Rys, M J AU - Mandavilli, S AU - Transportation Research Board TI - OPERATIONAL EFFICIENCY OF ROUNDABOUTS PY - 2003/07 SP - 18p AB - The Kansas Department of Transportation became interested in roundabouts in 1998 and started designing and building roundabouts on state highways in Kansas. They sponsored three research projects to get before and after data at several Kansas roundabout locations. These studies are still ongoing at Kansas State University. Concurrently, the traffic engineer in the city of Manhattan, when confronted with a high crash rate at the intersection of two residential collector streets with two-way stop control, chose a roundabout over other options. The city co-sponsored a project with Mack Blackwell Transportation Center to compare the traffic operations of the roundabout with other options. The Insurance Institute for Highway Safety funded an additional project to get before and after data and analyze operation of roundabouts in Hartford County, Maryland, Hutchinson, Kansas, and Reno, Nevada. The paper reviews the data collection and analysis techniques and presents results of several comparisons of roundabouts to other types of traffic control that show that the roundabout is superior to almost every other type of traffic control based on the measures of effectiveness used. The authors present the results of their analysis that led them to conclude that roundabouts are the safest and most effective type of intersection traffic control available today. The paper also presents a brief review of some public opposition. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Before and after studies KW - Data collection KW - Highway operations KW - Highway traffic control KW - Kansas KW - Manhattan (Kansas) KW - Measures of effectiveness KW - Roundabouts KW - State highways KW - Traffic data UR - https://trid.trb.org/view/755620 ER - TY - CONF AN - 00989180 AU - Nawn, J A AU - Transportation Research Board TI - BACK IN ANGLE PARKING IN THE CENTRAL BUSINESS DISTRICT PY - 2003/07 SP - 17p AB - In many central business districts (CBDs), the lack of available parking is seen as a deterrent. One methodology to provide more parking is the creation of traditional, pull-in angle parking. However, in order to properly implement traditional angle parking, a substantial amount of right of way (ROW) is necessary to provide the proper maneuvering space for vehicles to back out. With traditional angle parking the width of the street and subsequently pedestrian crossing distances become excessive. At signalized intersections, the pedestrian crossing times can be excessive, leading to decreased vehicle mobility. More typically, the width of available ROW is insufficient. While the angle of the parking can be reduced to narrow the required width, as the parking angle becomes more acute, the angle parking yield approaches that of parallel parking. Ideally, angle parking without the wide maneuvering space would address the problem. One solution is back-in angle parking. The biomechanics necessary to position a car into a back-in angle space is not much different than that required for parallel parking. Leaving the back-in angle space is no more different than pulling into the street. Furthermore, no maneuvering space is typically required for a parallel parking space. Without the need for a maneuvering space, the back-in angle parking provides the necessary additional parking without the need for the excessive or unavailable ROW. Pottstown, Pennsylvania commissioned a study of back-in angle parking as part of a downtown revitalization. A number of other cities were studied with similar parking including Wilmington, Delaware; Seattle, Washington; Indianapolis, Indiana; Salem, Oregon; and Washington, D.C. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Angle parking KW - Back-in angle parking KW - Central business districts KW - Cross sections KW - Indianapolis (Indiana) KW - Maneuvering KW - Parking KW - Pottstown (Pennsylvania) KW - Right of way (Land) KW - Salem (Oregon) KW - Seattle (Washington) KW - Urban renewal KW - Washington (District of Columbia) KW - Width KW - Wilmington (Delaware) UR - https://trid.trb.org/view/755635 ER - TY - CONF AN - 00989166 AU - Isaacs, B AU - Barrett, J P AU - Transportation Research Board TI - USE OF ROUNDABOUTS IN AN URBAN SETTING PY - 2003/07 SP - 12p AB - Decades ago, Farmington Avenue in Hartford, Connecticut was an elegant thoroughfare on which Mark Twain, Harriet Beecher Stowe and other notables had their homes. While the Twain and Stowe houses remain as major tourist attractions, the Avenue is now a major arterial, carrying heavy automobile, bus, truck and pedestrian traffic, and home to major corporate offices, professional offices, small retail businesses, multi-unit residences, restaurants, and gas stations. It retains only a glimmer of its former elegance and is considered dangerous because of large volumes of speeding traffic. The Farmington Avenue Alliance, a coalition of residential, business and institutional stakeholders, was formed in 1996 with a mission to revitalize Farmington Avenue. The coalition hired an urban planning consultant who presented a conceptual plan embodying the new Farmington Avenue to the community in early 2002. While most of the plan was met with enthusiasm, there was concern over the three roundabouts at major intersections recommended by the consultant. This paper discusses modern roundabouts: what they are and what they are not, safety and traffic flow issues, and how pedestrians are accommodated. It describes the work the Alliance is doing to address community concerns and build public support for the plan. This is an ongoing process, which will ultimately lead to a "new" Farmington Avenue. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Arterial highways KW - Hartford (Connecticut) KW - Metropolitan areas KW - Public relations KW - Roundabouts KW - Stakeholders KW - Urban renewal UR - https://trid.trb.org/view/755621 ER - TY - CONF AN - 00989168 AU - Kinzel, C S AU - Transportation Research Board TI - SIGNING AND PAVEMENT-MARKING STRATEGIES FOR MULTI-LANE ROUNDABOUTS: AN INFORMAL INVESTIGATION PY - 2003/07 SP - 17p AB - Multi-lane roundabouts present motorists with a complex set of decisions. Unlike single-lane roundabouts, for which the only rule on entry is "yield to the driver on your left, then circulate to your right," multi-lane roundabouts also require decisions about lane positioning--and these decisions are necessary at multiple points: entering, circulating and exiting. Many American motorists are not educated on the proper way to negotiate a multi-lane roundabout, and don't always know which lane is correct for making a given movement. As roundabouts have become more common in the United States over the past several years, resolving driver confusion has become an important task for the designer. An important question to answer, therefore, is: What design features can maximize clarity for motorists? Signing and pavement marking are perhaps the two most important tools designers can use to simplify driver understanding of multi-lane roundabouts. Jurisdictions across America and abroad have employed a variety of philosophies and approaches in signing and marking multi-lane roundabouts, ranging from minimal to elaborate treatments. This variation in practice, coupled with the relative lack of published guidance, provides evidence that the industry remains in an "experimental" phase and further standardization may be helpful. This paper examines and categorizes many of these signing and marking strategies. Arguments for and against the underlying design philosophies are presented, and general conclusions are drawn regarding the effectiveness of the various approaches. The paper also recommends future research, with an eye toward establishing reasonable and intuitive uniformity in signing and pavement-marking practice. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Lane positioning KW - Multilane highways KW - Road markings KW - Roundabouts KW - Standardization KW - State of the practice KW - Traffic signs UR - https://trid.trb.org/view/755623 ER - TY - CONF AN - 00989175 AU - Wooldridge, M D AU - Cooner, S A AU - Fitzpatrick, K AU - Transportation Research Board TI - TRANSPORTATION CONCERNS NEAR SCHOOLS PY - 2003/07 SP - 12p AB - The State of Texas, particularly in 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. Observations were conducted at 14 schools to identify transportation issues in need of research. Literature review, surveys, and reviews of existing guidelines also contributed to identifying transportation issues. Preliminary observations at the sample of Texas schools showed the following: at almost all sites, the average service time (i.e., the amount of time spent on-site in the main parent drop-off/pick-up zone) was significantly more variable for afternoon pick-up operations as opposed to the morning drop-off; there was a wide variety of design, operations, and traffic control/markings practices at the school sites studied; some of the schools used pro-active practices such as placement of traffic cones, use of gates and/or other barriers, and use of student and staff for on-site traffic control to improve the safety and flow of traffic within their campus; and schools that had separation of the basic traffic types appeared to have less safety conflicts than those where separation was not present. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Field studies KW - Highway design KW - Literature reviews KW - Road markings KW - Schools KW - Surveys KW - Texas KW - Traffic control KW - Traffic safety UR - https://trid.trb.org/view/755630 ER - TY - CONF AN - 00989177 AU - Young, E J AU - Dixon, K K AU - Transportation Research Board TI - THE EFFECTS OF SCHOOL ZONES ON DRIVER BEHAVIOR PY - 2003/07 SP - 20p AB - Current data suggest that speeding in school zones is prevalent and presents a real danger to pedestrians and especially to child pedestrians. This paper reports on a study that collected data describing driver behavior in school zones using remote sensing technology. This continuous speed data set helped identify driving trends adjacent to active or inactive school speed zones. This paper includes a summary of the data collected and the results of a statistical analysis showing speed trends. Data are analyzed according to adjacent street characteristics and school zone safety measures. In general, the authors found that the school zone signage appeared to have no influence on driver behavior at the sites studied. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Behavior KW - Data collection KW - Drivers KW - Remote sensing KW - Schools KW - Speeding KW - Statistical analysis KW - Traffic signs KW - Trend (Statistics) UR - https://trid.trb.org/view/755632 ER - TY - CONF AN - 00989164 AU - Greenberg, E AU - Dock, F AU - Transportation Research Board TI - DESIGN GUIDANCE FOR GREAT STREETS: ADDRESSING CONTEXT SENSITIVITY FOR MAJOR URBAN STREETS PY - 2003/07 SP - 17p AB - This paper presents the progress of a joint project of the Institute of Transportation Engineers (ITE) and the Congress for the New Urbanism (CNU). Together, the two organizations are working to prepare guidance for context sensitive design of major urban streets, drawing on principles and techniques from the new urbanist and smart growth movements. New urbanism is a movement in planning, design and development that is re-establishing compact, walkable and environmentally sustainable neighborhoods, cities and towns. Smart growth is an approach to development and conservation that advocates, among other objectives, strengthening and directing development toward existing communities and fostering distinctive and attractive places. Streets that are both beautiful and functional -- great streets -- will advance the objectives of both movements as well as the practice of context sensitive design. In addition to addressing design criteria in the project's deliverables, CNU and ITE will be working in three areas crucial to implementation of their principles at scales from the region to the building: network design; understanding of context and community character; and revisions to the functional class system. Work on these topics by a multidisciplinary group of CNU and ITE member-practitioners is in its earliest stages. This paper introduces the project in its "project history and overview" section and then presents findings of initial work on a literature review being conducted as a project start-up task. The emphasis of the literature review is evaluation of conventional and innovative street design resources to assess their contributions to the project's aims. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Aesthetics KW - Cities KW - Conservation KW - Context sensitive design KW - Highway classification KW - Highway design KW - Innovation KW - Literature reviews KW - Neighborhoods KW - Smart growth KW - Streets KW - Sustainable development KW - Towns KW - Urban areas KW - Urban highways KW - Walking UR - https://trid.trb.org/view/755619 ER - TY - CONF AN - 00989179 AU - Knapp, K K AU - Giese, K L AU - Lee, W AU - Transportation Research Board TI - URBAN MINOR ARTERIAL FOUR-LANE UNDIVIDED TO THREE-LANE CONVERSION FEASIBILITY: AN UPDATE PY - 2003/07 SP - 15p AB - At the first Urban Street Symposium in June 1999 the feasibility of converting urban four-lane undivided roadways to three-lane cross sections was introduced. Several successful examples of this type of conversion were discussed. It was found that in some cases this type of conversion might be able to improve safety with only a small reduction in operations. A significant amount of work has been done related to the potential safety and operational impacts of four-lane undivided to three-lane conversions since 1999. This paper summarizes the content of some guidelines and research completed by the authors. Data from case study conversions are presented and feasibility determination factors described. A CORridor SIMulation (CORSIM) software package sensitivity analysis approach was used in two projects to support the discussion of the factors related to the traffic flow differences of similar four-lane undivided and three-lane roadways. The variables considered in the analyses were total entering traffic volume (up to 1,150 vehicles per hour per direction), and different levels of left-turn traffic, access point densities, percent heavy vehicles, and bus stop activities (e.g., bus dwell times and headways). Investigations of the difference in signalized side-street vehicle delays and off-peak average arterial travel speed were also completed. The results of all the work recently completed in this area should help urban street designers decide whether a four-lane undivided to three-lane conversion is feasible at a particular location, and whether it will help improve their situation. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Arterial highways KW - Bus stops KW - Case studies KW - CORSIM (Traffic simulation model) KW - Feasibility analysis KW - Four lane highways KW - Heavy vehicles KW - Highway operations KW - Left turns KW - Three lane highways KW - Traffic safety KW - Traffic volume UR - https://trid.trb.org/view/755634 ER - TY - CONF AN - 00989172 AU - Fitzpatrick, K AU - Wolff, T AU - Transportation Research Board TI - LEFT-TURN LANE INSTALLATION GUIDELINES PY - 2003/07 SP - 22p AB - The addition of a left-turn lane can improve the operations and safety at an intersection. Guidelines as to when to include a left-turn lane in intersection design are plentiful. Because of the quantity of methods, questions are asked regarding which method to use. This paper reviewed eight selected techniques and a number of criteria present in state manuals. Methods based on delay typically do not recommend a left-turn lane at lower left or through volumes when compared to methods based on conflict avoidance or safety. Because of the high benefits for crash reductions provided by left-turn lanes, a method that results in a recommendation at lower volumes would be preferred. The Harmelink model is a widely accepted approach that is based on conflict avoidance. The procedure was first proposed in 1967 and includes assumptions that may need to be revised. Findings from current research would suggest a critical gap of 5.5 sec (rather than 5.0 sec), a time to make left turn of 4.3 sec (rather than 3.0 sec), and a time to clear the lane of 3.2 sec (rather than 1.9 sec). A table was developed that lists suggested guidelines for installing left-turn lanes for operating speeds of 30, 50, and 70 mph (50, 80, and 110 km/h). U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Guidelines KW - Left turn lanes KW - Operating speed KW - Traffic models KW - Traffic volume UR - https://trid.trb.org/view/755627 ER - TY - CONF AN - 00989173 AU - Hummer, J E AU - Transportation Research Board TI - THE DOUBLE-WIDE DESIGN: AN INEXPENSIVE WAY TO INCREASE THE CAPACITY OF SIGNALIZED INTERSECTIONS ON FOUR-LANE HIGHWAYS PY - 2003/07 SP - 22p AB - Four-lane highways make up the backbone of the transportation system in many urban and suburban areas. Signalized intersections along these highways are often over-capacity during peak hours. Typically, agencies plan to widen these four-lane highways to six or eight lanes someday, but funding constraints and environmental concerns mean the widening will not happen anytime soon. Agencies need temporary measures to add capacity to these highways at signalized intersections in lieu of a full-fledged widening project. The author developed the double-wide intersection design to provide that temporary capacity increase. The double-wide design increases the number of through lanes at the intersection from two to four in a direction, then reduces the number back to two shortly after the intersection. The reduction is accomplished using a second signal, which has two phases and provides the right-of-way to two of the four lanes at a time, or through two two-lanes-to-one lane merges. The compact nature of the double-wide design, reducing the cross-section back to two through lanes in each direction within 1000 ft or so of the intersection, keeps the construction costs, property acquisition costs, and environmental impacts low. This paper summarizes work performed to date on the double-wide design. The paper provides a thorough description of the double-wide design, and compares the design to competitors in terms of: capacity, from Highway Capacity Manual calculations; delay and travel times, from CORSIM simulations; and construction and property acquisition costs. The paper also discusses potential safety issues with the design and suggests future research needed to bring the design into standard practice. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Costs KW - Design KW - Double-wide intersection design KW - Four lane highways KW - Highway capacity KW - Highway safety KW - Property acquisition KW - Signalized intersections KW - Traffic delays KW - Travel time UR - https://trid.trb.org/view/755628 ER - TY - CONF AN - 00989169 AU - Bevan, T A AU - Mason, R AU - McKenzie, J A AU - Transportation Research Board TI - CONTEXT SENSITIVE DESIGN CHALLENGES FOR MAJOR SUBURBAN ARTERIAL STREET PROJECTS PY - 2003/07 SP - 16p AB - The functional design objectives and requirements for major suburban arterial street projects have dramatically expanded for the 21st Century. Major suburban streets should address more than just capacity and safety for motor vehicles. Most suburban areas are highly congested, lack alternatives for developing new highway corridors, and are struggling to improve livability for urban dwellers. Therefore, 21st Century functional designs for major suburban streets should consider accommodations for auto traffic, freight movement, transit mobility, bicycles, and pedestrians while enhancing livability. Arterial reconstruction projects are also viewed as an opportunity to drive economic redevelopment and improvement in communities. Urban design amenities, landscaping, street trees and public art are now part of the comprehensive design. Pedestrian comfort and safety are important and pedestrian crossings are vital considerations. The challenge now is how to consider these competing needs while addressing traditional highway geometric design guidelines. Many of the design features now being considered for inclusion in suburban street projects may conflict with traditional design guidance. Eight controversial design features are addressed in light of the context need, traditional design guidance, and design analysis considerations. The eight design features are: Street Trees and Other Vertical Obstructions; U-turn Accommodations; Transit Lane In-Lane Stops; Pedestrian Refuges in Medians; Signalized Pedestrian Crossings; On-Street Parking; Smaller Radii Intersection Corners; and Reduced Lane Widths. This paper shows how context sensitive design considerations can be applied to accommodate emerging functional objectives while addressing context needs, design guidance, analyses and documentation. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Art KW - Arterial highways KW - Bus stops KW - Context sensitive design KW - Crosswalks KW - Economic development KW - Geometric design KW - Landscaping KW - Lane width KW - Medians KW - On street parking KW - Pedestrian actuated controllers KW - Pedestrian refuges KW - Pedestrian safety KW - Suburbs KW - Sustainable development KW - Trees KW - Turning radius KW - U turns KW - Urban design UR - https://trid.trb.org/view/755624 ER - TY - CONF AN - 00989176 AU - Conner, S A AU - Fitzpatrick, K AU - Wooldridge, M D AU - Transportation Research Board TI - TRAFFIC OPERATIONS AND SAFETY AT SCHOOLS: REVIEW OF EXISTING GUIDELINES PY - 2003/07 SP - 24p AB - A recent Texas research study used a variety of methods to obtain information on existing guidelines for transportation-related elements on school sites. These methods included review of published documents, Internet searches, survey instruments, and direct correspondence. The objective of the study was to develop guidelines and good examples for the design and operation of roadway facilities within and around schools in order to improve safety and reduce local congestion. Findings from the initial reviews showed: a) Several agencies provided general site requirements and design for separation of transport modes; service, delivery, and maintenance issues; emergency access issues; weather protection; and general site design and layout; b) There was a significant number of bus-related design and operations guidelines; c) General information on parent drop-off/pick-up zone was included in several sources; however, specific guidance was limited. South Carolina DOT had a guideline for on-site stacking length ranging from 800 to 1500 ft (244 to 458 m) depending on school type and student population; d) A number of studies and programs have been dedicated to bicycle and pedestrian issues for schools (generally under the Safe Routes to School umbrella); and e) About half of the DOT survey respondents indicated they have existing design guidelines for the number and spacing of driveways, over 70% indicated that they have existing guidelines for turn lane installation, and several indicated that they treat schools the same as other land uses in determining number and spacing of driveways and turn lanes. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Bicycles KW - Driveways KW - Guidelines KW - Highway design KW - Highway operations KW - Internet KW - Literature reviews KW - Pedestrians KW - School buses KW - Schools KW - Surveys KW - Texas KW - Traffic congestion KW - Traffic safety KW - Turning lanes UR - https://trid.trb.org/view/755631 ER - TY - CONF AN - 00989158 AU - Bentzen, B L AU - Barlow, J M AU - Transportation Research Board TI - BLIND PEDESTRIANS AT UNFAMILIAR SIGNALIZED INTERSECTIONS: RESEARCH ON SAFETY PY - 2003/07 SP - 8p AB - Pedestrians who are blind or visually impaired often travel in unfamiliar areas and cross at signalized intersections. This paper presents the results of part of the first phase of a study of crossings by pedestrians who are blind at unfamiliar complex signalized intersections. Data are being collected, in three cities, with 16 participants who are unable to see crosswalk lines, pushbutton poles, or pedestrian signals, on the following variables: participants' location in the crosswalk; location in relation to the crosswalk at the end of the crossing; delay after the onset of the walk interval (or parallel straight-ahead traffic); cue used to initiate starting; traffic movements at the end of the walk phase; finding and use of pushbuttons; and requests for assistance or need for intervention for safety at any part in the sequence of crossing tasks. All participants were accustomed to crossing independently at signalized intersections using a long cane or dog guide. The three cities include Portland, Oregon, Cambridge, Massachusetts, and Charlotte, North Carolina. The eight intersections (two in each city) had the following types of geometric and signalization complexity: skewed crosswalk; median; splitter island; right turn lane; more than one left turn lane; offset intersection; leading left turn interval; pedestrian phase on recall; pushbutton actuated pedestrian phase; split phasing; exclusive pedestrian phasing; mixed exclusive and concurrent pedestrian phasing; and leading pedestrian interval. The data reported here are drawn from Portland, Oregon, only. In a subsequent phase of the research, Accessible Pedestrian Signals (APS) will be installed at each of the eight intersections, and data will again be collected on street crossings, this time using the information provided by the APS. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Alignment KW - Blind persons KW - Cambridge (Massachusetts) KW - Charlotte (North Carolina) KW - Crosswalks KW - Data collection KW - Geometric design KW - Pedestrian actuated controllers KW - Pedestrian phase KW - Pedestrian safety KW - Portland (Oregon) KW - Pushbuttons KW - Signalized intersections UR - https://trid.trb.org/view/755613 ER - TY - CONF AN - 00989153 AU - Dixon, K K AU - Wang, J AU - Transportation Research Board TI - EVALUATING OPERATING SPEEDS FOR LOW-SPEED URBAN STREETS PY - 2003/07 SP - 19p AB - This paper introduces an evolving data collection procedure that researchers at the Georgia Institute of Technology are using for the evaluation of operating speed along various corridors. The method merges the data acquired by an event data recorder with geographic and road characteristic information to provide an unprecedented data set for operating speed evaluation. In addition, the vehicle and driver characteristics are known for each participant. At this time, over 100 randomly selected participants have equipped vehicles in the Atlanta metro region. An ultimate target of over 1000 vehicles is proposed for the study. This method of marrying vehicle, environment, and driver characteristics will provide a robust data set capable of enabling researchers to more fully understand what operating speeds are selected by different drivers for a variety of locations and conditions. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Atlanta (Georgia) KW - Data collection KW - Driver characteristics KW - Drivers KW - Environment KW - Operating speed KW - Streets KW - Test vehicles KW - Urban areas UR - https://trid.trb.org/view/755609 ER - TY - CONF AN - 00989155 AU - Trueblood, M AU - Dale, J AU - Transportation Research Board TI - SIMULATING ROUNDABOUTS WITH VISSIM PY - 2003/07 SP - 11p AB - The purpose of this paper is to inform traffic engineers about the power and flexibility that VISSIM offers in analyzing roundabouts. Typically, traffic engineers use "static" analysis software (such as aaSIDRA) to analyze the expected traffic operations at roundabouts. There are certain projects, however, where traffic simulation should be considered to assess the traffic operations of roundabout alternatives. The "static" software packages can only analyze individual intersections as independent entities and thus ignore the system impacts of roundabouts. Traffic simulation is increasingly being used to assess traffic operations along many different types of roadway networks. From highways to arterial streets, traffic simulation enables the engineer as well as the public to visualize traffic operations. Roundabouts, however, have unique operational characteristics that some existing simulation packages do not currently model very well. VISSIM has considerable flexibility and can simulate many of these characteristics. HDR Engineering, Inc., recently used VISSIM to analyze traffic operations for two very different roundabout projects. The first project included the analysis of six proposed two-lane roundabouts along Missouri Avenue in St. Robert, Missouri, while the other project included the analysis of a proposed "dumbbell" arrangement along Missouri Route 367 just outside the City of St. Louis, Missouri. VISSIM was used on both projects due to its excellent graphical capabilities and its ability to model roundabouts through user-defined parameters. The following VISSIM features and their importance in effectively simulating roundabouts are covered in this paper: link and connectors, routing decisions, reduced speed zones, and priority rules. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Highway operations KW - Links (Networks) KW - Right of way (Traffic) KW - Roundabouts KW - Routing KW - Speed zones KW - Traffic simulation KW - VISSIM (Computer model) UR - https://trid.trb.org/view/755610 ER - TY - CONF AN - 00989162 AU - Forinash, C V AU - Millard-Ball, A AU - Dougherty, C AU - Tumlin, J AU - Transportation Research Board TI - SMART GROWTH ALTERNATIVES TO MINIMUM PARKING REQUIREMENTS PY - 2003/07 SP - 12p AB - Many fights over new and changed development center on traffic and parking. Low-density, single-use development causes degradation of the built and natural environments. Its consequences include increased emissions, runoff, and loss of habitat. Many communities have responded by encouraging new development in mixed-use, compact ways that provide housing and travel choices, a style commonly known as smart growth. Because of their characteristics, smart growth developments can typically be served with less parking. However, many municipalities rely on inflexible minimum ratios, which do not recognize the wide variety of urban development types. Proven techniques can increase availability without increasing supply by changing parking management and pricing strategies, and improving alternatives to parking. The minimum standards can be made more context-specific, and include on-street and other shared parking as part of the required supply. Minimum requirements can be replaced by maximums and transferable entitlements. Car-sharing and improvements to pedestrian, bike and transit service can decrease the demand for parking at developments. Unbundling pricing from other costs, and balancing costs to reflect costs of service can produce more economically efficient use of all modes. Separately and in combination, these methods reduce the amount of parking required and thereby support better development and improved environmental outcomes. In 1999, the Environmental Protection Agency developed a report, "Parking Alternatives," that documented work to that date; an update will be released in June 2003 as "Parking Spaces/Community Places: Finding the Balance through Smart Growth Solutions." This paper provides highlights from the forthcoming update. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Alternatives analysis KW - On street parking KW - Parking KW - Parking demand KW - Parking supply KW - Pricing KW - Real estate development KW - Smart growth UR - https://trid.trb.org/view/755617 ER - TY - CONF AN - 00989154 AU - Frawley, W E AU - Eisele, W L AU - Transportation Research Board TI - IMPLEMENTING A PROGRAM FOR ACCESS MANAGEMENT IN TEXAS: LESSONS LEARNED PY - 2003/07 SP - 14p AB - The Texas Department of Transportation recently sponsored research through the Texas Transportation Institute to provide recommendations for implementing a comprehensive access management program in the State. The research includes a provision to produce an "Access Management Guidebook for Texas" for use by planners and engineers when planning, designing, and reviewing highway projects and access requests. This paper describes some of the lessons learned in the research related to access classification, access spacing criteria, median alternatives, and the overall implementation of the program. Specifically, in terms of access classification, considerations include what type of access classification system is necessary to develop a successful program. For access spacing and median alternatives, lessons learned were related to what unsignalized access (driveway) spacing criteria and median opening guidelines are most applicable for adoption in Texas and why. Lastly, in terms of the lessons learned in the overall implementation of the program, several questions have been raised throughout the development of the program that have led to localized changes to the program that have strengthened the program overall. This paper presents the results of these and other lessons learned, describes the background of access management, and outlines selected alternatives used in existing access management programs in other states. Finally, the presentation provides the current status of the comprehensive access management program in Texas. The research and experiences that have emerged as a result of this project are expected to be useful to engineers and planners not only within Texas, but also in other states that are developing or modifying comprehensive access management programs. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Classification KW - Driveways KW - Highway design KW - Highway planning KW - Median openings KW - Medians KW - Spacing KW - Texas UR - https://trid.trb.org/view/749586 ER - TY - CONF AN - 00989159 AU - Akcelik, R AU - Transportation Research Board TI - A ROUNDABOUT CASE STUDY COMPARING CAPACITY ESTIMATES FROM ALTERNATIVE ANALYTICAL MODELS PY - 2003/07 SP - 20p AB - There has been some controversy about capacity estimates from the gap-acceptance based Australian and Highway Capacity Manual methods and the linear-regression based UK (empirical) method. This paper presents a single-lane roundabout case study from the United States to compare capacity estimates from these analytical models. Some contradictory results that can be obtained from these models are highlighted and reasons for differences are discussed. Such systematic differences have important design implications. The paper discusses the UK roundabout research, and explains why the UK Linear Regression model will underestimate capacity for low circulating flows and overestimate capacity for high circulating flows. The UK model appears to have been derived with a relatively small number of data points with low circulating flows, and it reflects peculiar effects of the geometric designs of UK roundabouts included in the database used for its development. These highly-flared roundabouts possibly encouraged merging and caused priority reversal at high circulating flows. The aaSIDRA model reflects the more uniform style of modern roundabout designs used in Australia and the USA. Another factor is lack of sensitivity to demand flow patterns in the UK Linear Regression and other models. The case study displays an unbalanced flow pattern which contributes to significant differences between the aaSIDRA and other models. Capacity is increased when heavy approach traffic enters against low circulating flow. Dominant circulating flows, originating mostly from a single approach, reduce the entry capacity as evident from the use of metering signals in Australia and the UK to help low-capacity roundabout approaches. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Australia KW - Case studies KW - Geometric design KW - Highway capacity KW - Mathematical models KW - Roundabouts KW - Traffic flow KW - United Kingdom KW - United States UR - https://trid.trb.org/view/755614 ER - TY - CONF AN - 00989161 AU - Ang-Olson, J AU - Ecola, L AU - Santore, M K AU - Transportation Research Board TI - CHARACTERISTICS AND PERFORMANCE OF SMART GROWTH TRANSPORTATION SYSTEMS PY - 2003/07 SP - 24p AB - This study evaluates transportation supply and performance indicators for 13 metropolitan areas to test the hypothesis that a smart growth transportation system--one that features a more dense and well-connected network of streets, shorter block sizes, and extensive transit service--will result in fewer vehicle trips and miles of travel, less congestion, and decreased vehicle emissions as compared to a conventional suburban transportation system. The study also evaluates changes in traffic congestion over time for a set of metropolitan regions with stable or declining population, growing urban area, and increased road supply. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Metropolitan areas KW - Performance indicators KW - Smart growth KW - Traffic congestion KW - Transportation UR - https://trid.trb.org/view/755616 ER - TY - CONF AN - 00989160 AU - Gluck, J AU - Papayannoulis, S AU - Transportation Research Board TI - CROSS BRONX CONNECTOR ROAD SYSTEM PY - 2003/07 SP - 15p AB - The Bronx is one of five boroughs in New York City. There are limited opportunities to cross between the eastern and western sections of the Bronx due, to a large extent, to the topography and geography. The Cross Bronx Expressway (CBE) and a limited number of through streets provide for east-west mobility. The Bronx Arterial Needs Major Investment Study (BAN MIS), being performed for the New York State Department of Transportation, is exploring multimodal improvements for the corridor. A major improvement alternative is the construction of a continuous eastbound and westbound connector road system in the CBE corridor. The connector roads would be intended to provide an alternative to the CBE for local traffic and would involve both the utilization of existing streets and the construction of new streets. The connector road system would help to reconnect those neighborhoods in the Bronx north and south of the BCE and benefit a wide range of transportation modes. It would improve traffic circulation for local traffic, provide neighborhood connectivity, and create new parkland in the corridor in sections decked over the CBE. New transit service, in the form of bus rapid transit, and improved connectivity for bicycle and pedestrian movements also would be possible. The opportunities thus created for the neighborhoods, transit users, motorists, pedestrians, and bicyclists would significantly benefit the quality of life for Bronx residents. This paper shows how the connector road system could be configured given the geographic characteristics of the borough and the current arrangement of local streets, arterial highways, and transit services. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Bicycles KW - Connector roads KW - Highway design KW - Highway traffic KW - Neighborhoods KW - New York (New York) KW - Pedestrians KW - Public transit KW - Quality of life UR - https://trid.trb.org/view/755615 ER - TY - CONF AN - 00989156 AU - Wang, Z AU - Transportation Research Board TI - SLIPPERS METAL COVERS: HOW LONG ARE WE GONNA BEAR WITH IT? PY - 2003/07 SP - 14p AB - Slip-resistance is an essential service quality indicator for any road surface such as sidewalks. Metal covers that are located on sidewalks, if not properly processed, may reduce the slip-resistance property of the natural pavement, and hence create slip risks for pedestrians traveling on them. Indeed, there have been quite a few tort cases involving slippery metal covers across the U.S. It is the purpose of this paper to point out the problem, arouse the concerns of both the public and the traffic engineering community, and suggest methods to quantitatively evaluate and reduce such risks. A mini-survey about the presence of metal covers on sidewalks was conducted in several urban areas in California. The survey indicated that the prevalent presence of various types of covers on sidewalks has made these covers an integral component of these sidewalks. It is not at all difficult to spot those poorly maintained covers, with potentially much more slippery surfaces than their surrounding pavements. As the current design guidelines do not specify the acceptable level of slip-resistance, it is suggested that the slip-resistant property for all potential slippery metal covers be quantified and enforced to facilitate the design, construction, and maintenance of these covers. This research can be taken as a first step towards solving the slippery metal cover problem. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - California KW - Metal covers KW - Risk analysis KW - Sidewalks KW - Slip resistance KW - Slipperiness KW - Surveys KW - Tort liability KW - Urban areas UR - https://trid.trb.org/view/755611 ER - TY - CONF AN - 00989157 AU - Liu, Rongfang AU - Parthasarathy, R AU - Transportation Research Board TI - URBAN STREET: IS THERE ROOM FOR SEGWAY (TRADEMARK) HUMAN TRANSPORTER (HT)? PY - 2003/07 SP - 14p AB - The ever-growing congestion and demand for capacity along urban streets of America has created great need for better, easier, and environmental friendly transportation modes. Among a wide range of responses to such needs, the Segway (Trademark) Human Transporter (HT) has captured the attention of transportation professionals and politicians, as well as ordinary citizens. Segway HT gathered such attention not only because of its technically advanced, futuristic appearance but also because of the controversy around whether it is a motorized device and whether it should be allowed to operate on the sidewalks of urban streets. To help transportation professionals understand the concept and implications of the Segway HT, the authors of this paper try to explain what Segway is, how it works, and how it may be incorporated into the transportation infrastructure. Besides the potential opportunities for Segway HT as a supplemental transportation mode, the authors also try to point out the challenges to the urban environment when Segway is introduced as a transportation mode. After evaluating the general condition of urban streets in America, this research focuses on the potential hindrance and conflicts that may be created when operating Segway on the sidewalks of urban streets. The preliminary conclusion of this research reveals a dilemma for Segway development: in the densely developed urban areas, there may not be capacity on busy sidewalks to accommodate Segway travel safely. On the other hand, there may be capacity on the sidewalks in the suburban or peripheral areas; the land use and urban forms may not be conducive for Segway/pedestrian use. To promote Segway and other non-motorized transportation modes, a dedicated non-motorized lane along the urban street may be the answer. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Nonmotorized transportation KW - Segway Human Transporter KW - Sidewalks KW - Streets KW - Urban areas UR - https://trid.trb.org/view/755612 ER - TY - CONF AN - 00989152 AU - Steinman, N AU - Hines, K AU - Transportation Research Board TI - A METHODOLOGY TO ASSESS DESIGN FEATURES FOR PEDESTRIAN AND BICYCLIST CROSSINGS AT SIGNALIZED INTERSECTIONS PY - 2003/07 SP - 16p AB - The City of Charlotte, North Carolina has developed a methodology to assess the important design features that affect pedestrians and bicyclists crossing signalized intersections. Referred to as Level of Service, this methodology identifies and evaluates features according to their influence on the comfort and safety of pedestrians and bicyclists. Among the key features identified and rated are crossing distance, roadway space allocation (i.e., crosswalks, bike lanes), corner radius dimension and traffic signal characteristics. This methodology can be used as a diagnostic tool to assess and improve pedestrian and bicyclist levels of comfort and safety through intersection design features. The results can be compared with those for traffic levels of service of an intersection and weighed according to user priorities. This methodology will be included in Charlotte's new street design guidelines and will be used to select street features that can help achieve a desired level of service for pedestrians and bicyclists. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Bicycle crossings KW - Charlotte (North Carolina) KW - Crosswalks KW - Design KW - Evaluation and assessment KW - Level of service KW - Methodology KW - Pedestrian safety KW - Pedestrians KW - Signalized intersections UR - https://trid.trb.org/view/755608 ER - TY - CONF AN - 00989149 AU - Frawley, W E AU - Eisele, W L AU - Transportation Research Board TI - GRANT AVENUE IN ODESSA, TEXAS: A DOWNTOWN STREETSCAPE SUCCESS PY - 2003/07 SP - 18p AB - In 1991 the "Main Street Odessa" program began implementing a plan to revitalize the central business district in Odessa, Texas (population ~100,000). One of the key elements of this plan was the modification of Grant Avenue (also known as US 385) between 2nd Street and 8th Street. Grant Avenue is the main corridor through the downtown area with adjacent land uses consisting of commercial, office, retail, and government buildings. Prior to modification the undivided street featured two travel lanes in each of the northbound and southbound directions, along with angle-in parking. The modification changed the parking to parallel and added a raised, landscaped median. The project also included new off-street parking lots along Grant Avenue. This paper discusses the process that led to this streetscape change and the impacts that have been realized over the past 10 years. These impacts include property values, occupancy rates of adjacent buildings, retail sales along the corridor, as well as property owner (and tenant) and public acceptance. The paper also discusses crash data since 1991. Sharing this case study with representatives of other agencies will inform them about the process and results, including lessons learned, so they may consider a similar program in their areas. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Arterial highways KW - Central business districts KW - Crash data KW - Highway design KW - Impacts KW - Landscape architecture KW - Medians KW - Odessa (Texas) KW - Parking KW - Urban renewal UR - https://trid.trb.org/view/755605 ER - TY - CONF AN - 00989151 AU - Forinash, C V AU - Transportation Research Board TI - TRAFFIC CALMING IN A SMART GROWTH COMMUNITY PY - 2003/07 SP - 7p AB - Arlington, Virginia, is home to 190,000 residents and 201,000 workers in its 26 sq mi. Located just across the Potomac River from Washington, D.C., Arlington provides an extremely high quality of life in its dense, urban, mixed-use walkable neighborhoods and also in its primarily residential, single-family neighborhoods. Recently Arlington was recognized for its Overall Excellence in Smart Growth with the first EPA National Award for Smart Growth Achievement. As Arlington has intensively developed 12% of its land, county residents have become concerned with transportation spillover effects, including traffic speeds and volumes as well as parking. Through an intensive, two-year collaboration among staff, citizens, and elected leaders, the County developed a Neighborhood Traffic Calming program that began operation in 2000. This program has developed a successful approach driven by problem severity, applying many of the best tools developed elsewhere to moderate traffic impacts. Each project is developed by a team of stakeholders, including dedicated and experienced staff, citizen members of the committee, and residents of the affected streets. Several interested groups must vote their approval before the project is built, and follow-up includes monitoring changes in speeds and community acceptance. New programs are under development to improve major (arterial) streets, and to improve parking management tools. Like the Neighborhood Traffic Calming program, these will include process, tools, and outreach for improving Arlington's quality of life. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Arlington County (Virginia) KW - Neighborhoods KW - Parking KW - Public participation KW - Quality of life KW - Residents KW - Smart growth KW - Speed control KW - Stakeholders KW - Traffic calming KW - Traffic volume UR - https://trid.trb.org/view/755607 ER - TY - CONF AN - 00989147 AU - Levinson, H S AU - Transportation Research Board TI - BUS RAPID TRANSIT ON CITY STREETS: HOW DOES IT WORK PY - 2003/07 SP - 25p AB - Bus rapid transit (BRT) systems have grown in popularity. Most existing and proposed BRT lines operate on city streets for all or a portion of their routes. They may run in mixed traffic, normal or contraflow curb bus lanes, and/or arterial median busways. This paper describes the design, operations, and effectiveness of each, and identifies the key issues and tradeoffs. Drawing on ongoing research (TCRP Project A-23), it gives illustrative examples of usage, costs and benefits. It shows that with proper design, BRT can improve bus speeds, reliability and identity, while minimizing adverse impacts to street traffic, pedestrians and property access. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Benefits KW - Bus lanes KW - Bus rapid transit KW - Busways KW - Contraflow lanes KW - Costs KW - Impacts KW - Streets KW - Urban highways UR - https://trid.trb.org/view/681010 ER - TY - CONF AN - 00989146 AU - Li, S E AU - Transportation Research Board TI - MEDIAN BUS LANE DESIGN IN VANCOUVER, BC: THE #98 B-LINE PY - 2003/07 SP - 20p AB - The #98 B-Line rapid bus service was planned to provide fast, reliable, and frequent bus service to connect Downtown Vancouver and Richmond City Center--a fast growing suburban business corridor. The #98 B-Line service covers a total distance of 16 km (10 mi) with 37 stations round trip spaced on average at approximately 1.0 km (0.6 mi) apart. Peak travel times were projected 39 to 42 min from previously 45 to 48 min travel times. The bus fleet consisted of 23 articulated buses operated at 6-min headway during the peak periods. In order to provide the #98 B-Line with more competitive travel speeds, transit priority measures were provided along the appropriate sections of the route. As a key transit priority measure, 2.0 km (1.2 mi) two directional median bus lanes were implemented on No. 3 Road between Westminster Highway and Sea Island Way in Richmond. The median bus lanes encompass 11 signalized intersections, 4 median bus stops in each direction, and many abutting businesses. This paper discusses the considerations of median bus lanes, the access management schemes along the corridor, traffic operations at signalized intersections to accommodate U-turn provisions, the intersection design with offset opposing left-turn bays, the treatments at the transition area to the median bus lanes, and the median bus stop design parameters. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Articulated buses KW - Bus priority KW - Bus rapid transit KW - Bus stops KW - Headways KW - Median bus lanes KW - Offset intersections KW - Pavement transition areas KW - Peak periods KW - Signalized intersections KW - Travel time KW - U turns KW - Vancouver (Canada) UR - https://trid.trb.org/view/755603 ER - TY - CONF AN - 00989145 AU - Daniel, J R AU - Rajbhandari, R AU - Konon, W AU - Liu, Rongfang AU - Transportation Research Board TI - IDENTIFYING LOCATIONS FOR BUS NUB INSTALLATION ON URBAN ROADWAYS PY - 2003/07 SP - 17p AB - Despite the recognized benefits of bus nubs in some locations, the safety and effectiveness of bus nubs are questioned in dense urban locations where heavy vehicular volumes and long bus dwell times may result in increased congestion if a bus nub is installed. In many urban areas with heavy bus and vehicular volumes, curbside parking is eliminated upstream of a bus stop to allow buses an easier access to the bus stop. Installing a bus nub at these locations would decrease roadway capacity resulting in increased delays to all vehicles on the road including buses. This paper describes the development of criteria for identifying locations where bus nubs would be appropriate for installation. The criteria are intended to ensure that the nubs will be effective in improving operations for buses, without significantly affecting roadway operations or causing safety concerns to pedestrians and bus patrons. The research attempts to quantify trade-offs between improved bus operations and possible increases in roadway congestion due to bus nubs. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Bus nubs KW - Bus stops KW - Highway capacity KW - Pedestrian safety KW - Traffic congestion KW - Traffic safety KW - Urban highways UR - https://trid.trb.org/view/755602 ER - TY - CONF AN - 00989148 AU - Giering, G L AU - Transportation Research Board TI - A TALE OF TWO STREETSCAPES PY - 2003/07 SP - 10p AB - Two seemingly similar streetscape design concept projects in Prince George's County, Maryland were conducted by the Maryland State Highway Administration. Both projects utilized the State's planning process for design of streetscape projects. Both projects involved high-volume arterials in heavily suburbanized areas, with high levels of pedestrian and transit usage. Both contained adjacent frontage roads that led to less-than-desirable traffic operations. Both had active citizens associations and elected officials that took a significant role in shaping the finished product. However, this is where the similarities end. Due to the nature of the local population in each area, the emphasis on engineering or landscape architecture issues, the presence or absence of additional right-of-way, and the function of each roadway, the solutions to each of these projects' challenges had differences. This paper presents these two streetscape projects that, on the surface, appear to be very similar in nature, but in reality, demand different solutions for effectively dealing with bicycle facilities, pedestrian safety, traffic flow, and general urban revitalization. It showcases how these projects were similar and also how they differed, specifically addressing the engineering and urban planning designs that were necessary to manage the problems in each. Due to the differences in the design concepts for each project, the paper exemplifies the importance of community input in the planning process. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Arterial highways KW - Bicycle facilities KW - Bus transit KW - Frontage roads KW - Highway design KW - Highway engineering KW - Highway planning KW - Landscape architecture KW - Pedestrian safety KW - Prince George's County (Maryland) KW - Public participation KW - Suburbs KW - Traffic flow KW - Urban renewal UR - https://trid.trb.org/view/755604 ER - TY - CONF AN - 00989150 AU - Rivera, R J AU - Wooten, R AU - Transportation Research Board TI - PUBLIC INVOLVEMENT PLAN FOR THE KELLY PARKWAY CORRIDOR STUDY: CONTEXT SENSITIVE DESIGN PY - 2003/07 SP - 11p AB - One of the most important of all transportation planning tasks is preparation and execution of a plan for public involvement. This task is particularly challenging when transportation improvement projects impact communities or neighborhoods in which an atmosphere of public distrust exists due to past or present experience. The need of public agencies to ensure that social equity issues are properly addressed in project planning demands the use of new and innovative techniques of public notification and participation. The Texas Department of Transportation has retained Parsons Brinckerhoff Quade & Douglas (PBQ&D) to provide planning and engineering services for the proposed Kelly Parkway, an 8.8 mi link between US 90 and SH 16 in San Antonio, Texas. The project management plan prepared by PBQ&D for the Kelly Parkway Corridor Study includes a public involvement plan that combines traditional methods, such as public meetings and notification via print media, with new technologies and methods, such as creation of a public involvement Website and establishment of a public involvement office. Employment of new methodologies is particularly important in San Antonio in order to offset some negative expectations and perceptions that exist among citizens of the neighborhoods contained within the bounds of the study area. The public involvement plan prepared by PBQ&D also recognizes that the manner in which information is transmitted to the public is just as important as the message communicated, and was created with sensitivity to the needs of the target community, which includes a significant population that is Spanish speaking only. This paper provides timely information to transportation engineers, planners and allied professionals concerning a practical and innovative approach to public involvement. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Communities KW - Context sensitive design KW - Equity (Justice) KW - Highway planning KW - Information dissemination KW - Innovation KW - Public participation KW - San Antonio (Texas) KW - Websites (Information retrieval) UR - https://trid.trb.org/view/755606 ER - TY - CONF AN - 00989141 AU - Miller, R AU - Dore, G AU - Transportation Research Board TI - IN-PAVEMENT FLASHING CROSSWALKS - STATE OF THE ART PY - 2003/07 SP - 6p AB - The past several years have seen the development and perfection of a new treatment for uncontrolled marked crosswalks. The device is known by many terms, including "Illuminated Crosswalk"; however, the most commonly known device of this type is generally referred to as an "in-pavement flasher system" (IPF). These devices are mounted in the street pavement to provide a flashing yellow light while the pedestrian crossing is in use. IPF systems address concerns that motorists may "tune out" conventional flashing beacons that are operated continuously. Motorists appear to be more apt to notice a device that is currently flashing, if it normally does not flash. Further, motorists may be more likely to properly react to the warning condition, if the flashing operation is more closely associated with the condition, not the site. The City of Fountain Valley, California retained Katz, Okitsu & Associates to review the state-of-the-art for use of IPFs. The study included a survey of existing users to obtain their experiences and opinions. Thirty-five public agencies were identified to use IPF systems when the study was being conducted in the year 2000. This represented about 100 installations, mostly in the states of California and Washington. However, the number of agencies that have installed these systems and the number of locations have continued to increase since the study was completed. This paper reviews current policy on usage of IPFs, system history and manufacturers, site characteristics, user satisfaction, detection issues, effectiveness and safety benefits, and comparison with alternative treatments. The paper concludes with recommendations for the use of IPF systems. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Crosswalks KW - Customer satisfaction KW - History KW - In-pavement flasher systems KW - Pedestrian safety KW - Performance KW - Policy KW - Recommendations KW - State of the art reports KW - Surveys KW - System design UR - https://trid.trb.org/view/755599 ER - TY - CONF AN - 00989134 AU - Gattis, J L AU - Transportation Research Board TI - ENGINEERS, PLANNERS, AND PHILOSOPHERS PY - 2003/07 SP - 9p AB - Opposing philosophies and values are behind the current debate over urban street design standards. This paper includes a discussion of some of the underlying attitudes of the last half century that have led to the current differences between the "new urbanists" and the "modernists", and enumerates strengths and weaknesses of both positions. A synthesis of attributes from both camps could produce an improved streetscape; but there are barriers to forming such a synthesis. By both understanding the different philosophy of another person and recognizing one's own philosophical presuppositions, a person is in a better position to search for common ground and arrive at a position more acceptable to all parties. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Attitudes KW - Design standards KW - Highway design KW - Philosophy KW - Streets KW - Urban highways UR - https://trid.trb.org/view/755592 ER - TY - CONF AN - 00989137 AU - Demosthenes, P AU - Transportation Research Board TI - HOW PLANNING DECISIONS IMPACT HIGHWAY COLLISION HISTORIES PY - 2003/07 SP - 8p AB - The crash rates on urban arterials are determined largely by the frequency and design of access points that serve land development and local streets. Access locations account for more than 60% of vehicular crashes in urban areas. Yet the safety impacts of access points are often overlooked during land use decision-making. Incorporating access management strategies when considering local street plans and development site plans achieves lower crash rates, improves mobility and enhances community character. In the alternative, failing to limit access points when creating community or regional plans results in more frequent intersections, the need for many traffic signals and frequent driveways, and establishes an almost permanent high-level crash rate that will plague the community for decades. Modern access management strategies can prevent more than 1,500 crashes in a 3-mile corridor in a 5-year period. This presentation discusses the basis of the planning decision/crash rate relationships using national and Colorado information and illustrations. It illustrates site strategies and designs used in Colorado that reduce access frequency and discusses strategies and techniques for coordination of land use and transportation decisions. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Arterial highways KW - Colorado KW - Crash rates KW - Decision making KW - Land use KW - Mobility KW - Planning and design KW - Real estate development KW - Strategic planning KW - Streets KW - Urban highways UR - https://trid.trb.org/view/755595 ER - TY - CONF AN - 00989143 AU - Huffman, C AU - Transportation Research Board TI - THE USE OF GPS AND GIS TO ANALYZE ACCESS NEAR INTERSECTIONS PY - 2003/07 SP - 9p AB - The land adjacent to busy at-grade intersections on arterial streets is often the most attractive to commercial development. The goals of a commercial developer are generally to obtain the best land at the best price in order to build the greatest possible traffic generator, and to have ready access to the facility. These goals often come into conflict with the goals of a transportation agency to preserve capacity, flow and safety on the adjacent arterial streets. In determining reasonable access to a site, conventional wisdom holds that intersections (including access points) must not exist within one another's influence area. The influence area of an intersection, which is generally defined as perception-reaction distance plus deceleration distance plus storage length, may be greater than the available property frontage. To what lengths may transportation agencies go in requiring zero overlap in intersection influence areas? The first step in answering this, which is as much a legal question as an engineering question, is to determine the actual intersection influence area. Reliance upon generally accepted theoretical models may not be sufficient to prove reasonableness if a developer is able to show significant economic impacts from the regulation of access. This paper focuses upon a methodology for determining actual intersection influence area. This includes Global Positioning System (GPS) technology for velocity profiling to establish back of queue and influence area and Geographic Information System (GIS) technology for analyzing and displaying these data including geo-referenced imagery to demonstrate alternate access possibilities. The goals of the methodology are: to provide the information necessary to develop an objective spacing requirement that is appropriate to the unique circumstances and to provide a means to display and explain the conclusions reached. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Alternatives analysis KW - Arterial highways KW - Commercial strips KW - Economic impacts KW - Geographic information systems KW - Global Positioning System KW - Intersections UR - https://trid.trb.org/view/755600 ER - TY - CONF AN - 00989138 AU - Barlow, J M AU - Transportation Research Board TI - MOVING FORWARD WHEN YOU CANNOT SEE: ISSUES OF PEDESTRIANS WHO ARE VISUALLY IMPAIRED IN THE URBAN STREET ENVIRONMENT PY - 2003/07 SP - 7p AB - There are 1.3 million individuals in America who are legally blind and over 8 million Americans over 16 who have a functional limitation in seeing. By 2010, the number of visually impaired persons over age 45 is projected to increase to 20 million. Among individuals who are visually impaired, 33% live in cities, 37% live in suburbs, 28% live in non-metropolitan areas (small towns), and 1% live in farm areas. In comparison to the general population, they are somewhat over-represented in cities and somewhat under-represented in the suburbs. Individuals who are blind or visually impaired often travel independently to new and unfamiliar destinations, and orient themselves to new areas and intersections. They are not generally provided instruction or orientation at every intersection they may encounter. Many features that make an intersection more accessible to an individual who is blind or visually impaired can make the intersection more useable to all pedestrians. Routinely including those features will make the streets and sidewalks more accessible to the growing population of individuals who are visually impaired. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Accessibility KW - Blind persons KW - Intersections KW - Pedestrian safety KW - Planning and design KW - Streets KW - Urban highways KW - Visually impaired persons UR - https://trid.trb.org/view/755596 ER - TY - CONF AN - 00989140 AU - Green, J S AU - Hummer, J E AU - Rouphail, N M AU - Transportation Research Board TI - USING THE NUMBER OF PASSING AND MEETING EVENTS TO DESIGN PEDESTRIAN AND BICYCLE SHARED-USE PATHS PY - 2003/07 SP - 16p AB - The goal of the study on which this paper is based was to develop a calibrated and validated level of service methodology for off-road, shared-user trails. The level of service scale currently used in the Highway Capacity Manual, 2000 (HCM 2000) has basic calculations for pedestrians and bicycle shared facilities, but there is no way to use the procedure for other categories of user-groups such as runners, in-line skaters, and even the unique subcategory of child bike users. In addition, the current HCM 2000 procedure can only be used to evaluate path widths of either 8 ft (2 lanes) or 10 ft (3 lanes). During this study, field data were collected in 10 cities across the United States on 15 trails. A large database of user characteristics has been compiled from the data collection effort that will be utilized to calibrate a model that can predict the numbers of meetings and passings along the trail. New level of service criteria will be developed for shared use paths that can be utilized for most trail widths. The new model will allow transportation professionals to evaluate the current level of service on existing trails or help designers make informed decisions. This research is currently in progress and a preliminary model that predicts meetings and passings has been developed. This model will need to be further calibrated and validated. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Bicycles KW - Cities KW - Data collection KW - Decision making KW - Design KW - Field studies KW - Highway Capacity Manual KW - Level of service KW - Mathematical models KW - Mathematical prediction KW - Meetings and passings on trails KW - Pedestrians KW - Shared use paths KW - Trails UR - https://trid.trb.org/view/755598 ER - TY - CONF AN - 00989144 AU - Self, D R AU - Transportation Research Board TI - COMPARISON OF CRASHES ON MEDIAN-DIVIDED AND FIVE-LANE ROADWAYS IN CHARLOTTE, NORTH CAROLINA PY - 2003/07 SP - 7p AB - The Charlotte Department of Transportation (CDOT) recognized the need to study local crash experiences when controversy arose during the public input process of a road-widening project. The proposed median-divided cross-section was met with public opposition because of the lack of direct left-turn access to numerous residential streets. The objective of this research was to investigate Charlotte's experience with median-divided and five-lane roadways. Eleven major arterials were selected for study. The median-divided roadway segments totaled 7.9 miles and the five-lane segments totaled 7.1 miles. Each segment averaged approximately 1.5 miles. These arterials represented a sample of locations and land use patterns within Charlotte. Three and a half years of crash data were collected and evaluated. Total crashes, fatalities, injury crashes and crash types were compared between the two roadway types. CDOT found the initial results to be consistent with national data. Median-divided roadways were found to be safer than five-lane roadways. Total crashes were 64% lower on the median-divided roadways. The number of left-turn and angle collisions were 84% lower on the median-divided roadways. Total numbers only convey a portion of the story for comparison. Fatalities and injury crashes provide better measures of safety on roadways. Three fatalities occurred on the five-lane and one fatality occurred on the median-divided roadway. The median-divided roadway experienced 53% fewer debilitating injuries. In addition, the median-divided roadway had 62% fewer property damage only incidents compared to the five-lance roadway. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Arterial highways KW - Charlotte (North Carolina) KW - Crash data KW - Crash types KW - Fatalities KW - Five lane highways KW - Highway safety KW - Injuries KW - Medians KW - Pavement widening KW - Property damage KW - Residential streets UR - https://trid.trb.org/view/755601 ER - TY - CONF AN - 00989142 AU - Plazak, D AU - Harrington, D AU - Transportation Research Board TI - IOWA'S STATEWIDE URBAN DESIGN STANDARDS PROMOTE IMPROVED ACCESS MANAGEMENT PY - 2003/07 SP - 11p AB - In the late 1980s, the majority of local units of government and the water works in central Iowa (specifically the Des Moines, Iowa metropolitan area) formed a committee to develop a common set of design standards and specifications for public works infrastructure to be used throughout the metro area. This common set of standards included standard drawings and specifications for such things as storm sewers, sanitary sewers, and urban streets. The City of Des Moines and a local engineering and planning consulting firm, Snyder & Associates, coordinated the project and developed the manual with guidance from an advisory committee comprised of engineers from the member cities. The common set of standards helped the member cities realize lower bids from contractors, who were now able to design and build to the same standards no matter what community they were working for. In the late 1990s, a complete update of the Urban Design Standards Manual was undertaken. At that time, the 34 central Iowa member cities decided to dedicate an entire chapter of the manual to access management standards for urban streets. This decision was reached partly as a result of the findings of research and technology transfer work conducted by the Center for Transportation Research and Education (CTRE) at Iowa State University and sponsored by the Iowa Department of Transportation (Iowa DOT); the research indicated how valuable managing access could be in terms of improving the safety of major urban streets in Iowa. The new access management chapter in the Urban Design Standards Manual included material regarding general access management concepts and definitions, access permitting, entrance types, conflict points, driveway spacing, driveway design guidelines, turning lane and two-way left-turn lane guidelines, internal circulation design guidelines for commercial developments, and a section on access management and pedestrian and bicycle safety. A second chapter on traffic impact studies also includes material related to access management. Major sources of information for the new chapter were the Iowa State University/CTRE materials, the Iowa DOT access management standards for state primary highways, and the National Highway Institute access management course notebook. Iowa is now taking the Urban Design Standards Manual statewide. Iowa will be the first state to have a set of statewide urban design specifications. A committee has been established and an expanded intergovernmental agreement has been drafted to allow additional cities and metropolitan areas to adopt the standards. CTRE has taken on the role of coordinating and keeping the Standards Manual updated. As new communities and metro areas come on board via the intergovernmental agreement, cities in Iowa will effectively adopt a uniform set of access management guidelines for its city street system. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Bicycles KW - Cities KW - Commercial strips KW - Design standards KW - Driveways KW - Highway safety KW - Iowa KW - Manuals KW - Pedestrian safety KW - Specifications KW - Streets KW - Turning lanes KW - Urban design UR - https://trid.trb.org/view/664251 ER - TY - CONF AN - 00989139 AU - Zegeer, C V AU - Tan Esse, C H AU - Stewart, J R AU - Huang, H H AU - Lagerwey, P AU - Transportation Research Board TI - SAFETY EFFECTS OF MARKED VS. UNMARKED CROSSWALKS AT UNCONTROLLED LOCATIONS: RESULTS FROM 30 CITIES PY - 2003/07 SP - 14p AB - Pedestrian needs in crossing streets should be identified, and appropriate solutions should be selected to improve pedestrian safety and access. Deciding where to mark crosswalks is only one consideration in meeting that objective. This study involved an analysis of five years of pedestrian crashes at 1,000 marked crosswalks and 1,000 matched unmarked comparison sites. All sites in this study had no traffic signal or stop sign on the approaches. Detailed data were collected on traffic volume, pedestrian exposure, number of lanes, median type, speed limit, and other site variables. Poisson and negative binomial regression models were used. The study results revealed that on two-lane roads, the presence of a marked crosswalk alone at an uncontrolled location was associated with no difference in pedestrian crash rate, compared to an unmarked crosswalk. Further, on multi-lane roads with traffic volumes above about 12,000 vehicles per day, having a marked crosswalk alone (without other safety enhancements) was associated with a higher pedestrian crash rate (after controlling for other site factors) compared to an unmarked crosswalk. Raised medians provided significantly lower pedestrian crash rates on multi-lane roads, compared to roads with no raised median. Older pedestrians had crashes that were over-represented relative to their crossing exposure. More substantial improvements were recommended to provide for safer pedestrian crossings, such as adding traffic signals (with pedestrian signals) when warranted, providing raised medians, improving nighttime lighting, speed-reducing measures, and others. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Aged KW - Binomial distributions KW - Cities KW - Crash exposure KW - Crosswalks KW - Improvements KW - Medians KW - Multilane highways KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Poisson distributions KW - Raised medians KW - Recommendations KW - Regression analysis KW - Road markings KW - Speed limits KW - Traffic volume UR - https://trid.trb.org/view/755597 ER - TY - CONF AN - 00989133 AU - Transportation Research Board TI - 2ND URBAN STREET SYMPOSIUM: UPTOWN, DOWNTOWN, OR SMALL TOWN: DESIGNING URBAN STREETS THAT WORK, JULY 28-30, 2003, ANAHEIM, CALIFORNIA PY - 2003/07 SP - v.p. AB - This CD-ROM contains the proceedings from the 2nd Urban Street Symposium, held in Anaheim, California, July 28-30, 2003. The Urban Street Symposium provided a forum to: compare and debate alternative suburban/urban street design practices; highlight discussion of problems caused by certain design practices and identify alternatives; examine long-held urban street design practices in light of the "new urbanism" movement; document better suburban/urban street design practices; promote the sharing of experience and innovations; transfer urban street research findings to state agencies and to local governments; and provide case studies and "how to" workshops. The symposium brought together individuals with experience or interest in urban street design and operations and provided a unique opportunity for participants to exchange information and explore the myriad of issues that must be addressed. The symposium consisted of the following sessions: (1) Urban Street Design - Coming at it from Different Directions; (2) Pedestrians; (3) Access Management; (4) Transit and Multimodal Facilities; (5) Learning from the Projects; (6) Challenges in Urban Street Design; (7) Smart Growth; (8) Roundabouts; (9) Context Sensitive Design; (10) Intersections; (11) Schools; and (12) Cross Section. Included as appendices are the Symposium Program and the 1st Urban Street Symposium Proceedings. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Access control (Transportation) KW - Bicycle crossings KW - Blind persons KW - Bus lanes KW - Bus nubs KW - Bus rapid transit KW - Case studies KW - CD-ROM KW - Conferences KW - Context sensitive design KW - Cross sections KW - Highway design KW - Innovation KW - Intersections KW - Operating speed KW - Pedestrians KW - Roundabouts KW - Schools KW - Smart growth KW - Streets KW - Suburbs KW - Traffic calming KW - Urban areas KW - Urban highways UR - https://trid.trb.org/view/755172 ER - TY - CONF AN - 00989135 AU - Case, R B AU - Transportation Research Board TI - LIVABLE STREETS INITIATIVE: THE TENSION BETWEEN ALTERNATIVE DESIGNS AND VIRGINIA CODE AND GUIDELINES PY - 2003/07 SP - 18p AB - The Hampton Roads Planning District Commission (HRPDC) staff was requested to undertake a study which evaluates the compatibility of the Virginia Department of Transportation (VDOT) guidelines with the concept of "livable streets." Livable streets are residential streets which are built (or modified) to be safe and user-friendly, for pedestrians as well as drivers, and visually pleasing to those who live along them. Some people believe that certain street guidelines, such as a 30-foot minimum pavement width, sacrifice aesthetic and pedestrian goals in order to better serve vehicular traffic. This study examines which tools used to create livable streets are compatible with VDOT guidelines, regulations, and laws and which are not. It is to be used by localities, developers, and consultants to aid them as they choose local street designs and seek approval from VDOT for these designs. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Aesthetics KW - Guidelines KW - Highway design KW - Pedestrians KW - Regulations KW - Residential streets KW - State laws KW - Virginia UR - https://trid.trb.org/view/755593 ER - TY - CONF AN - 00989136 AU - Mok, J AU - Landphair, H C AU - Naderi, J R AU - Transportation Research Board TI - COMPARISON OF SAFETY PERFORMANCE OF URBAN STREETS BEFORE AND AFTER LANDSCAPE IMPROVEMENTS PY - 2003/07 SP - 17p AB - Environmental psychologists suggest that appropriately landscaped roadside scenes may have influence on travel-related stress recovery. In addition, it was revealed that landscaped center strips or median planting appears to reduce perceived land width and therefore, to discourage speeding. Generally, the discouraged speed is one of the contributing factors of decreases in crash rates or pedestrian accidents on streets. Based on the assumed safety properties of modern freeways, parkways, and landscape enhancement features, researchers hypothesized that parkway or landscape-improved sections appear to be safer compared to parallel freeway sections or street sections before landscape improvements. In addition, researchers compared the safety performance of parallel sections of freeways and parkways in terms of fatal accident rates, and the safety performance of urban arterial road sections before and after landscape improvements in terms of crash rates. The findings of this study show parkway or landscape improved sections are significantly safer than the compared parallel freeways sections in pairs or street sections before the landscape improvement. Particularly, urban parkway corridors show a significant decrease in fatal accident rate and accident cost compared to urban freeway sections. Crash rates at urban arterial road sections also show a significant decrease after the landscape improvement. In addition, median landscape treatments appear to be a meaningful safety measure. However, this study suggests further research is required to verify a relationship between driver or pedestrian visual perception according to travelway corridor landscape treatments and traffic safety effects. U1 - 2nd Urban Street Symposium: Uptown, Downtown, or Small Town: Designing Urban Streets That WorkTransportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board.Anaheim, California,United States StartDate:20030728 EndDate:20030730 Sponsors:Transportation Research Board; Federal Highway Administration; ITE, ITE Traffic Engineer Council, and So Cal ITE; American Society of Civil Engineers; Mack-Blackwell Rural Transportation Study Center; and US Access Board. KW - Arterial highways KW - Before and after studies KW - Crash rates KW - Fatalities KW - Freeways KW - Highway safety KW - Improvements KW - Landscape design KW - Medians KW - Operating speed KW - Parkways KW - Streets KW - Stress (Psychology) KW - Traffic safety KW - Urban highways KW - Visual perception UR - https://trid.trb.org/view/755594 ER - TY - RPRT AN - 00988114 AU - Thompson, M K AU - Ledesma, A L AU - Jirsa, James O AU - Breen, J E AU - Klingner, R E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ANCHORAGE BEHAVIOR OF HEADED REINFORCEMENT - PART A: LAP SPLICES PART B: DESIGN PROVISIONS AND SUMMARY PY - 2003/07 SP - 122 p. AB - The behavior of headed reinforcement in concrete was studied using full-scale tests of lap splices. The mechanics of the anchorage behavior were observed and recorded to evaluate the manner in which the capacity of a headed bar is developed. The measured data were compared to the results of a companion study of headed reinforcement anchored in CCT nodes. Observations from the lap splice tests provided information on the mechanism of stress transfer between lapped bars. The results indicate that strut-and-tie modeling can be successfully applied to understand the behavior of non-contact lap splices and is necessary in determining the anchorage length of lapped bars. Observations of headed bar anchorage have shown that the final anchorage capacity consists of peak head bearing and reduced bond. A model for anchorage capacity was produced based on this concept. Finally, recommendations for structural concrete design using headed reinforcement were made. KW - Anchorages KW - Bond strength (Materials) KW - Concrete KW - Design KW - Headed reinforcement KW - Lap joints KW - Reinforcement (Engineering) KW - Splicing KW - Structures KW - Strut and tie method UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1855_3.pdf UR - https://trid.trb.org/view/753756 ER - TY - RPRT AN - 00982107 AU - Voigt, A P AU - Fenno, D W AU - Borchardt, D W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF VEHICLE SPEEDS ON FREEWAY-TO-FREEWAY CONNECTOR RAMPS IN HOUSTON PY - 2003/07 SP - 102 p. AB - This research project examined the speed characteristics of passenger cars and vehicles with high centers of gravity on freeway connectors to determine any discernable differences between the two vehicle types. Data to determine compliance with posted advisory speed limits and average speeds at points along connector ramps were collected on freeway connectors in Houston. Four different vehicles were driven through the curves at varying speeds while monitoring a manual ball-bank indicator as well as collecting lateral acceleration data electronically. The project determined that the general public often exceeds the posted advisory speed limits, often by more than 10 mph. While there are no seemingly discernable differences in lateral accelerations by different types of vehicles for a given speed along a curve, there may be a 5 to 10 mph difference in the driver's comfortable speed between vehicle types. The findings of this project indicate that there may be differences between the maximum comfortable speeds that drivers of heavy vehicles and passenger car type vehicles will accept for a freeway-to-freeway curve. The following conclusions confirmed by this project are applicable to freeway-to-freeway connectors and should be considered in their design, and especially in their re-design: to provide adequate deceleration and acceleration distances for tractor-trailers and other heavy vehicles, to reduce the side friction demand on trucks in the curve by developing superelevation more on the tangent, to place curve advisory speed signing with more regard to the deceleration needs of trucks. The results of this project indicate that modifying the current advisory speed setting criteria to use a 10-degree level to set a truck advisory speed and a 13-degree level for setting a more realistic passenger car advisory speed may be appropriate to more closely represent the 85th percentile speed of each vehicle on a curve. KW - Acceleration distance KW - Advisory speeds KW - Automobiles KW - Average travel speed KW - Compliance KW - Deceleration distance KW - Design KW - Freeways KW - Heavy vehicles KW - Houston (Texas) KW - Lateral acceleration KW - Location KW - Ramps (Interchanges) KW - Speed limits KW - Speed signs KW - Superelevation KW - Trucks UR - https://trid.trb.org/view/743250 ER - TY - RPRT AN - 00977123 AU - Granato, G E AU - Dionne, S G AU - Tana, C K AU - King, T L AU - U.S. Geological Survey AU - Federal Highway Administration TI - NATIONAL HIGHWAY RUNOFF WATER-QUALITY DATA AND METHODOLOGY SYNTHESIS, VOLUME II--PROJECT DOCUMENTATION PY - 2003/07 SP - 22 p. AB - Knowledge of the characteristics of highway runoff (concentrations and loads of constituents and the physical and chemical processes that produce this runoff) is important for decision makers, planners, and highway engineers to assess and mitigate possible adverse impacts of highway runoff on the Nation's receiving waters. The Federal Highway Administration and the U.S. Geological Survey began the National Highway Runoff Data and Methodology Synthesis to provide a catalog of the pertinent information available; to define the necessary documentation to determine if data are valid (useful for intended purposes), current, and technically supportable; and to evaluate available sources in terms of current and foreseeable information needs. This report provides an overview of the database design, the project, the catalog of available information, the efforts to evaluate available information, the project quality assurance and quality control program and the directory structure and files on a CD-ROM accompanying this volume. All products from the study, including the catalog of metadata pertaining to the available published reports are provided in electronic format on the accompanying CD-ROM. These products include the database FHWA2001.mdb, which includes over 2,600 bibliographic entries, 1,300 abstracts (or previa), and results of the metadata review for 252 research reports. KW - Bibliographies KW - Catalogs KW - CD-ROM KW - Data quality KW - Databases KW - Metadata KW - Quality assurance KW - Quality control KW - Runoff KW - Water quality UR - https://trid.trb.org/view/703197 ER - TY - RPRT AN - 00977122 AU - U.S. Geological Survey AU - Federal Highway Administration TI - NATIONAL HIGHWAY RUNOFF WATER-QUALITY DATA AND METHODOLOGY SYNTHESIS, VOLUME I--TECHNICAL ISSUES FOR MONITORING HIGHWAY RUNOFF AND URBAN STORMWATER PY - 2003/07 SP - 479 p. AB - Knowledge of the characteristics of highway runoff (concentrations and loads of constituents and the physical and chemical processes that produce this runoff) is important for decision makers, planners, and highway engineers to assess and mitigate possible adverse impacts of highway runoff on the Nation's receiving waters. The Federal Highway Administration and the U.S. Geological Survey began the National Highway Runoff Data and Methodology Synthesis to provide a catalog of the pertinent information available; to define the necessary documentation to determine if data are valid (useful for intended purposes), current, and technically supportable; and to evaluate available sources in terms of current and foreseeable information needs. This report is a compilation of "expert chapters" designed to address different technical issues for monitoring highway runoff and urban stormwater. These chapters include information about basic information and data quality; quality assurance and quality control practices; measurement of precipitation and runoff flow; the geochemistry of runoff; measurement of sediments, trace elements, and organic chemicals in runoff; assessment of the potential ecological effects of runoff; monitoring atmospheric deposition; and interpreting runoff data using appropriate statistical techniques. KW - Data quality KW - Ecology KW - Environmental impacts KW - Geochemistry KW - Measurement KW - Monitoring KW - Organic compounds KW - Precipitation (Meteorology) KW - Quality assurance KW - Quality control KW - Runoff KW - Sediments KW - Statistical analysis KW - Trace elements KW - Water quality UR - https://trid.trb.org/view/703196 ER - TY - RPRT AN - 00977124 AU - Granato, G E AU - U.S. Geological Survey AU - Federal Highway Administration TI - NATIONAL HIGHWAY RUNOFF WATER-QUALITY DATA AND METHODOLOGY SYNTHESIS, VOLUME III--AVAILABILITY AND DOCUMENTATION OF PUBLISHED INFORMATION FOR SYNTHESIS OF REGIONAL OR NATIONAL HIGHWAY-RUNOFF QUALITY DATA PY - 2003/07 SP - 71 p. AB - Knowledge of the characteristics of highway runoff (concentrations and loads of constituents and the physical and chemical processes that produce this runoff) is important for decision makers, planners, and highway engineers to assess and mitigate possible adverse impacts of highway runoff on the Nation's receiving waters. The Federal Highway Administration and the U.S. Geological Survey began the National Highway Runoff Data and Methodology Synthesis to provide a catalog of the pertinent information available; to define the necessary documentation to determine if data are valid (useful for intended purposes), current, and technically supportable; and to evaluate available sources in terms of current and foreseeable needs. This report describes the NDAMS report-review process, summarizes results of this metadata review process, and provides an interpretation of these results. The evaluation of available literature includes reviews of 252 reports, including 34 literature review or summary reports and 218 detailed reports. Evaluation of many individual documentation elements indicates that the available literature does not properly document research to a degree that would establish that existing data are valid, comparable, or technically defensible for regional or national synthesis. Furthermore, when individual metadata requirements are combined, the proportion of available reports that meet these multiple criteria quickly decreases to the point where regional or national synthesis is not possible. KW - Data quality KW - Literature reviews KW - Metadata KW - Runoff KW - Water quality UR - https://trid.trb.org/view/703198 ER - TY - RPRT AN - 00974135 AU - SWEROAD AU - Colorado Department of Transportation AU - Federal Highway Administration TI - LOCAL ROADWAY NEEDS ASSESSMENT PY - 2003/07 SP - 112 p. AB - This study represents the fourth time the Colorado Department of Transportation has examined local roadway needs in fourteen years. An ongoing process for monitoring and updating the statewide assessment of local roadway needs was never established, and the issues identified during the three previous needs assessments have not been resolved. This report presents a workable needs assessment methodology with recommendations for resolving local assessment issues. The methodology uses existing reporting processes, can be updated cost-effectively, provides for quality assurance, and is designed to fit with the statewide plan. KW - Colorado KW - Local government KW - Methodology KW - Needs assessment KW - Roads KW - Streets UR - http://www.dot.state.co.us/Publications/PDFFiles/localroadway.pdf UR - https://trid.trb.org/view/697910 ER - TY - RPRT AN - 00972225 AU - Carlson, P J AU - Hawkins, H G AU - Texas Transportation Institute AU - Battelle Columbus Laboratories AU - Federal Highway Administration TI - UPDATED MINIMUM RETROREFLECTIVITY LEVELS FOR TRAFFIC SIGNS PY - 2003/07 SP - 107 p. AB - The development of minimum retroreflectivity (MR) levels for traffic signs has been going on for more than two decades, but it was significantly accelerated in 1984 when the Center for Auto Safety petitioned the Federal Highway Administration (FHWA) to establish retroreflectivity standards. During the past decade, several sets of recommended MR levels for traffic signs have been proposed. However, these preliminary recommendations have been based on a headlamp-beam pattern that represents vehicle design from the mid- to late-1980s. Vehicle headlamps have changed significantly since then. Other significant changes also have prompted the need to update the recommended MR levels for traffic signs before FHWA initiates the rulemaking process. This report includes an updated set of recommended MR levels for traffic signs based on recent developments in vehicle headlamps, vehicle types/sizes, nighttime driver needs, and newer sheeting materials. The updated MR levels are also based on more robust computer modeling of retroreflective sheeting performance. KW - Computer models KW - Headlamps KW - Night KW - Performance KW - Recommendations KW - Retroreflectivity KW - Sign sheeting KW - Standards KW - Traffic signs KW - Vehicle design UR - http://www.fhwa.dot.gov/publications/research/safety/03081/index.cfm UR - https://trid.trb.org/view/697057 ER - TY - RPRT AN - 00970601 AU - Bhat, C R AU - Zhao, H AU - Popuri, Y AU - Stinson, M AU - Poindexter, S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRANSPORTATION CONTROL EFFECTIVENESS IN OZONE NON-ATTAINMENT AREAS: FINAL REPORT PY - 2003/07 SP - 170 p. AB - The main objective of this project is to develop a prototype of an integrated and coordinated regional transportation planning and emissions modeling procedure. The procedure will be flexible in structure to accommodate continual advances in travel demand methods and improvements in the MOBILE model. The need for an integrated and coordinated Transportation Control Measure (TCM) air quality analysis procedure has been emphasized by a review of the state-of-the-art modeling practice used by 41 metropolitan planning organizations (MPOs) and nine states in the country (Chatterjee et al. 1997). The report provides recommendations for improvements in traffic input data for emissions modeling. These recommendations are based on a detailed sensitivity analysis that shows the high sensitivity of the emissions factor model to many input traffic data. KW - Air quality KW - Computer models KW - Exhaust gases KW - Improvements KW - Metropolitan planning organizations KW - MOBILE (Computer model) KW - Nonattainment areas KW - Ozone KW - Recommendations KW - Sensitivity analysis KW - States KW - Traffic data KW - Travel demand UR - http://www.utexas.edu/research/ctr/pdf_reports/1838_8.pdf UR - https://trid.trb.org/view/696573 ER - TY - RPRT AN - 00969944 AU - Hopwood, T AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SURVEY OF WELDING PROCESSES PY - 2003/07 SP - 20 p. AB - The current Kentucky Transportation Cabinet (KYTC) "Special Provision No. 4 Welding Steel Bridges" prohibits the use of welding processes other than shielded metal arc welding (SMAW) and submerged arc welding (SAW). Nationally, bridge welding is codified under ANSI/AASHTO/AWS D1.5M/D1.5:2002 Bridge Welding Code. That document allows the use of other welding processes including flux core arc welding, gas metal arc welding, electroslag welding and electrogas welding after passing qualification tests. Both the KYTC Special Provision and the Bridge Welding Code were reviewed. Representatives from 14 state highway agencies, fabrication shops, universities and welding equipment firms were questioned regarding the wider use of the welding processes allowed by the Bridge Welding Code but prohibited by the KYTC Special Provision. Based upon those responses, recommendations are provided to KYTC for updating the Special Provision and more fully adopting the Bridge Welding Code. KW - Bridges KW - Electrogas welding KW - Electroslag welding KW - Fluxes KW - Gas metal arc welding KW - Kentucky KW - Shielded metal arc welding KW - Standards KW - Steel KW - Submerged arc welding KW - Welding UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_16_SPR_269_03_1F.pdf UR - https://trid.trb.org/view/681137 ER - TY - RPRT AN - 00969848 AU - Schlorholtz, S AU - Dawson, B AU - Scott, M AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF IN-SITU DETECTION METHODS FOR MATERIALS-RELATED DISTRESS (MRD) IN CONCRETE PAVEMENTS: PHASE 1 REPORT PY - 2003/07 SP - 74 p. AB - The purpose of this research was to summarize existing nondestructive test methods that have the potential to be used to detect materials-related distress (MRD) in concrete pavements. The various nondestructive test methods were then subjected to selection criteria that helped to reduce the size of the list so that specific techniques could be investigated in more detail. The main test methods that were determined to be applicable to this study included two stress-wave propagation techniques (impact-echo and spectral analysis of surface waves techniques), infrared thermography, ground penetrating radar (GRP), and visual inspection. The GPR technique was selected for a preliminary round of "proof of concept" trials. GPR surveys were carried out over a variety of portland cement concrete pavements for this study using two different systems. One of the systems was a state-of-the-art GPR system that allowed data to be collected at highway speeds. The other system was a less sophisticated system that was commercially available. Surveys conducted with both sets of equipment have produced test results capable of identifying subsurface distress in two of the three sites that exhibited internal cracking due to MRD. Both systems failed to detect distress in a single pavement that exhibited extensive cracking. Both systems correctly indicated that the control pavement exhibited negligible evidence of distress. The initial positive results presented here indicate that a more thorough study (incorporating refinements to the system, data collection, and analysis) is needed. Improvements in the results will be dependent upon defining the optimum number and arrangement of GPR antennas to detect the most common problems in Iowa pavements. In addition, refining high-frequency antenna response characteristics will be a crucial step toward providing an optimum GPR system for detecting MRD. KW - Concrete pavements KW - Detection and identification systems KW - Field tests KW - Ground penetrating radar KW - Iowa KW - Nondestructive tests KW - Pavement distress KW - Spectral analysis of surface waves UR - http://www.ctre.iastate.edu/reports/mrd.pdf UR - https://trid.trb.org/view/680864 ER - TY - RPRT AN - 00969820 AU - McManis, K AU - University of New Orleans AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - IDENTIFICATION AND STABILIZATION METHODS FOR PROBLEMATIC SILT SOILS: A LABORATORY EVALUATION OF MODIFICATION AND STABILIZATION ADDITIVES PY - 2003/07 SP - 74 p. AB - The instability and pumping response of non-plastic, high silt (and fine sand) soils was investigated. Common reagents, i.e., lime, lime-fly ash, portland cement, and slag cement were included as admixtures with three high silt (and fine sand) soils. A series of laboratory tests simulated the moisture and loading conditions for 1) subgrade construction operations and 2) longer term, in service support of the completed pavement. Comparisons were based on the performance of mixtures with equal material costs. The improvements were found to vary with the reagent's character, the mix proportion, and the role required, i.e., construction aid (modification) or in service performance (stabilization). The reagents act as a drying agent during construction but, for the percentages used, produced only a small reduction in the original moisture content of the natural soil and only small increases in the plastic or cohesive character. For initial moisture contents up to +4% wet of optimum, smaller levels of reagents were sufficient to retard or eliminate deformation under low cyclic loads, but extremely wet soils (4 to 8% of optimum) required larger volumes of reagents. For long term stability and greater increases in strength, the cements followed by the lime-fly-ash produced the best results. Stabilization mixtures with reagents producing cementitious products (portland cement) reduced the sensitivity of the soil to moisture changes. KW - Admixtures KW - Calcium oxide KW - Laboratory tests KW - Lime fly ash KW - Moisture content KW - Portland cement KW - Pumping (Soils) KW - Repeated loads KW - Silty sands KW - Slag cement KW - Soil stabilization KW - Subgrade (Pavements) UR - http://www.ltrc.lsu.edu/pdf/report_371.pdf UR - https://trid.trb.org/view/680783 ER - TY - RPRT AN - 00969771 AU - Sussman, M A AU - AMEC Earth and Environmental, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT AND EVALUATION OF A HAZARDOUS MATERIALS INVENTORY STATUS AND ACTION PLAN PY - 2003/07 SP - 137 p. AB - AMEC Earth and Environmental (AMEC) has completed an effort to assist the Arizona Department of Transportation (ADOT) in complying with the requirements of Arizona Revised Statutes (A.R.S.) Section 49-961 through Section 49-973. These statutes require Arizona state agencies that generate certain quantities of hazardous waste or use certain amounts of toxic substances to develop a pollution prevention program and submit documentation regarding that program to the Arizona Department of Environmental Quality (ADEQ). Toxic substances are defined as those materials regulated under the United States Environmental Protection Agency's (US EPA's) Toxic Release Inventory Program. AMEC determined ADOT's status with regards to the regulatory planning thresholds by collecting information about purchases of toxic substances and the generation of hazardous waste. The quantity of hazardous waste generated by ADOT during the 2000 calendar year was below the planning threshold. However, AMEC determined that ADOT used two toxic substances (methanol and ethylene glycol) in excess of the planning threshold during the 2000 fiscal year. Therefore, ADOT is required to submit a Pollution Prevention Plan to ADEQ. AMEC has developed an appropriate Pollution Prevention Plan for ADOT's submittal. In addition to the two materials used in excess of the planning threshold, the Plan addresses toxic substances for which the agency exceeds one half of the reporting threshold and chemicals identified as persistent, bioaccumulative, and toxic (PBT) by the US EPA that are used in excess of their Toxic Release Inventory reporting thresholds. KW - Arizona KW - Arizona Department of Transportation KW - Environmental policy KW - Ethylene glycol KW - Hazardous chemicals KW - Hazardous wastes KW - Inventory KW - Methanol KW - Planning KW - Pollution control KW - Prevention KW - Toxic substances UR - http://ntl.bts.gov/lib/24000/24600/24608/AZ509.pdf UR - https://trid.trb.org/view/680643 ER - TY - RPRT AN - 00969774 AU - Lee, J C AU - Robinson, B AU - Kidd, B D AU - Scarbrough, W AU - Lee Engineering, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ROUNDABOUTS: AN ARIZONA CASE STUDY AND DESIGN GUIDELINES PY - 2003/07 SP - 257 p. AB - The roundabouts controlling traffic at the I-17/Happy Valley Road interchange represent Arizona's first application of modern roundabout traffic control in this manner. The construction of roundabouts at this interchange location served to alleviate past congestion and safety issues by reducing off-ramp queues and reducing speeds in the area of the I-17 off-ramp termini. The use of the roundabouts offered flexibility in addressing the complicated traffic interactions of the freeway on- and off-ramps, two-way frontage roads, and Happy Valley Road. Based on this milestone and the overall unique application of roundabout design and function at this particular interchange, the I-17/Happy Valley Road roundabouts were studied to help identify possible improvements that could be incorporated at this location and into future Arizona Department of Transportation roundabout initiatives. The anticipated benefits of the improvements include, but are not limited to, more efficient traffic operations, reduced costs (on average), increased capacity, and improved safety (due to overall slower speeds through the roundabout). The main objectives of this research project include literature review of other state guidelines; evaluation of the roundabouts' design parameters and operation as they relate to capacity and safety; collecting public opinion; and guidelines development. The deliverables of the research project include recommended improvements for the existing roundabouts involving geometric, striping, and signing modifications. Also, the research project culminates in guidelines for the selection, evaluation, and design of roundabouts which provide details on the facets of roundabout use as it relates to Arizona. KW - Arizona KW - Case studies KW - Costs KW - Design KW - Freeways KW - Frontage roads KW - Geometric design KW - Guidelines KW - Highway capacity KW - Highway operations KW - Improvements KW - Interchanges KW - Literature reviews KW - Off ramps KW - On ramps KW - Public opinion KW - Roundabouts KW - Striping KW - Traffic congestion KW - Traffic control KW - Traffic safety KW - Traffic signs UR - http://ntl.bts.gov/lib/24000/24600/24640/AZ545_index.pdf UR - https://trid.trb.org/view/680654 ER - TY - RPRT AN - 00967980 AU - Islam, M AU - Sohanghpurwala, A A AU - Scannell, W T AU - CONCORR, Incorporated AU - Federal Highway Administration TI - LONG-TERM PERFORMANCE OF CORROSION INHIBITORS USED IN REPAIR OF REINFORCED CONCRETE BRIDGE COMPONENTS PY - 2003/07 SP - 58 p. AB - In 1987, the Strategic Highway Research Program (SHRP) launched a project (SHRP C-103) to evaluate the effectiveness of using corrosion inhibitors as a means for mitigating corrosion in reinforced concrete bridge components. That project, completed in 1993, involved a laboratory study and field validation, and concluded that corrosion inhibitors could be successfully applied with field repair and rehabilitation techniques. A follow-on study of the SHRP effort was initiated by the Federal Highway Administration (FHWA) in 1994 and ended in 1999. The primary objective of the project was to determine the effectiveness of cathodic protection, electrochemical chloride extraction, and corrosion-inhibitor treatment systems installed during the SHRP effort through the long-term evaluation of 32 field test sites and a number of laboratory concrete slab specimens. The FHWA program required monitoring the long-term performance of corrosion inhibitor treatments on selected components of four bridges that were treated and evaluated under SHRP C-103. Three evaluations over a period of 5 years were conducted on structures located in Minnesota, New York and Pennsylvania, and two evaluations were conducted on a structure in Washington State. An analysis of the results concluded that neither of the corrosion inhibitors evaluated in this study, using the specified repairs and exposed to the specific environments, provided any corrosion-inhibiting benefit. Shrinkage cracking plagued repairs at all test sites except for the Washington site. The concrete surrounding the patched areas was contaminated with chloride ions to varying degrees. In some test sites, shrinkage cracking allowed faster ingress of chloride ions into the repair patches. At all four sites, the results of the visual and delamination surveys and corrosion rate measurements did not show any difference between patches containing corrosion inhibitors and those that did not contain them. KW - Bridge members KW - Cathodic protection KW - Chloride content KW - Corrosion protection KW - Corrosion resistance KW - Corrosion resistant materials KW - Cracking KW - Electrochemical processes KW - Field tests KW - Laboratory tests KW - Long term performance KW - Minnesota KW - New York (State) KW - Pennsylvania KW - Rehabilitation (Maintenance) KW - Reinforced concrete bridges KW - Repairing KW - Shrinkage KW - Slabs KW - Strategic Highway Research Program KW - U.S. Federal Highway Administration KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/01097/index.cfm UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/01097/pdf/01097.pdf UR - https://trid.trb.org/view/678869 ER - TY - RPRT AN - 00965940 AU - Ellis, R AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF IMPROVED STRATEGIES FOR AVOIDING UTILITY RELATED DELAYS DURING FDOT HIGHWAY CONSTRUCTION PROJECTS PY - 2003/07 SP - 92 p. AB - Utility delays remain a frequent cause of transportation construction project delays. This study investigates the root causes of those delays. The technical and contractual work processes were reviewed and analyzed. A review of industry practices was performed and best practices were identified. Strategies to avoid utility related delays were developed and implementation steps were suggested. KW - Best practices KW - Construction delays KW - Construction industry KW - Construction management KW - Florida KW - Project management KW - Public utilities KW - Road construction KW - Strategic planning UR - http://www.fdot.gov/research/Completed_Proj/Summary_CN/FDOT_BC354_52_rpt.pdf UR - https://trid.trb.org/view/678142 ER - TY - RPRT AN - 00964965 AU - Barolsky, R AU - Callaway, C AU - Rentch, R AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - DOMESTIC SCAN: ENVIRONMENTAL COMMITMENT IMPLEMENTATION, INNOVATIVE AND SUCCESSFUL APPROACHES PY - 2003/07 SP - 64 p. AB - Successful implementation of environmental commitments described in the documents required by the National Environmental Policy Act (NEPA) or related to specific resource permits is a critical aspect of the transportation project development process. Not only is it the Federal Highway Administration's (FHWA's) responsibility to assure that these measures are implemented, but this implementation is also a key element of exhibiting environmental stewardship. In recent years, greater emphasis has been placed on making the transportation decision making and environmental review processes more effective and efficient. In the fall of 2000, FHWA's Office of Project Development and Environmental Review sponsored the Domestic Scan Tour on Environmental Commitment Implementation (Domestic Scan) in recognition of the importance of this highly visible area to environmental stewardship and streamlining activities. The Domestic Scan focused on successful practices and procedures for following through on environmental commitments during and after the NEPA process. The Domestic Scan team, comprised of members with a wide variety of expertise, visited a diverse cross-section of State departments of transportation. The team observed that regardless of the size, maturity, or geographical conditions of the transportation programs, these states were dedicated to ensuring the successful implementation of environmental commitments. While many of the methodologies and techniques the visited states use are not new, they all rely on good communication and the principles of environmental stewardship. These and other best management practices are presented in the report, which is intended to assist states, FHWA Divisions, environmental resource agencies, and the private sector in successfully complying with environmental commitments through project design, development, construction, and maintenance. KW - Best practices KW - Compliance KW - Decision making KW - Environmental policy KW - Environmental stewardship KW - Implementation KW - National Environmental Policy Act of 1969 KW - State departments of transportation KW - Study tours KW - Transportation planning UR - https://trid.trb.org/view/661613 ER - TY - RPRT AN - 00964956 AU - Abu-Hejleh, N AU - O'Neill, M W AU - Hanneman, D AU - Atwooll, W J AU - Colorado Department of Transportation AU - Federal Highway Administration TI - IMPROVEMENT OF THE GEOTECHNICAL AXIAL DESIGN METHODOLOGY FOR COLORADO'S DRILLED SHAFTS SOCKETED IN WEAK ROCKS PY - 2003/07 SP - 196 p. AB - Drilled shaft foundations embedded in weak rock formations (e.g., Denver blue claystone and sandstone) support a significant portion of bridges in Colorado. Since the 1960s, empirical methods and "rules of thumb" have been used to design drilled shafts in Colorado that entirely deviate from the AASHTO design methods. The margin of safety and expected shaft settlement are unknown in these methods, however, both are needed for the implementation of the new and more accurate AASHTO Load and Resistance Factor Design (LRFD) method in Colorado Department of Transportation (CDOT) design guidelines. Load tests on drilled shafts provide the most accurate design information and research data for improvement of the design methods for drilled shafts. As a part of the construction requirements for the T-REX and I-25/Broadway projects along I-25 in Denver, Colorado, four Osterberg (O-Cell) load tests on drilled shafts were performed in 2002. The bedrock at the load test sites represents the range of typical claystone and sandstone (soft to very hard) encountered in the Denver metro area. To maximize the benefits of this work, the O-Cell load test results and information on the construction and materials of the test shafts were documented, and an extensive program of simple geotechnical tests was performed on the weak rock at the load test sites. This includes standard penetration tests, strength tests, and pressuremeter tests. The analysis of the test data and information and experience gained in this study were employed to provide: 1) best correlation equations between results of various simple geotechnical tests; 2) best-fit design equations to predict the shaft ultimate unit base and side resistance values, and the load-settlement curve as a function of the results of simple geotechnical tests; and 3) assessment of the CDOT and AASHTO design methods. KW - Bedrock KW - Bridge foundations KW - Correlation analysis KW - Denver (Colorado) KW - Design KW - Drilled shafts KW - Equations KW - Geotechnical engineering KW - Load and resistance factor design KW - Load tests KW - Weak rock UR - http://www.dot.state.co.us/publications/PDFFiles/axialdesign.pdf UR - http://ntl.bts.gov/lib/24000/24200/24237/axialdesign.pdf UR - https://trid.trb.org/view/661601 ER - TY - RPRT AN - 00964854 AU - Burati, J L AU - Corbin, B D AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A QUALITY ASSURANCE PROGRAM FOR ASPHALT PAVING MIXTURES IN SOUTH CAROLINA - PHASE II PY - 2003/07 SP - 222 p. AB - In February 2000, the South Carolina Department of Transportation (SCDOT) implemented a new hot mix asphalt (HMA) specification that used Percent Within Limits (PWL) to determine the amount of payment a contractor receives. This report summarizes efforts to determine how well this PWL specification had performed and what, if any, modifications were needed. Personnel from 10 SC contractors and from all 7 SCDOT districts were interviewed to get comments on how well the specification was working and to determine what procedures in the specification could be modified to improve it. The interviews identified problems with open lots, excessive paperwork, too great a workload for contractor quality control (QC) personnel, and inconsistent interpretation of the specification provisions. In addition, test result data from PWL projects were obtained for asphalt content, air voids, voids in mineral aggregate, and density. These data were analyzed to determine values for typical process variability for each characteristic. Based on the interviews and data analysis a revised quality assurance (QA) specification was developed by a joint SCDOT/industry committee and was implemented in 2003. Changes were made in the specification limits, in the payment factor equations, and in the provisions that identify material to be removed and replaced. Other changes included a new definition of lots for payment acceptance and payment determination, reduction of the workload for contractor QC inspectors, and the elimination of the requirement that contractors maintain control charts. KW - Air voids KW - Asphalt content KW - Asphalt mixtures KW - Asphalt pavements KW - Density KW - Hot mix asphalt KW - Inspectors KW - Interviewing KW - Laboratory tests KW - Payment KW - Percent within limits KW - Problem identification KW - Quality assurance KW - Quality control KW - Road construction KW - South Carolina KW - Specifications KW - Voids in mineral aggregate KW - Workload UR - https://trid.trb.org/view/661565 ER - TY - CONF AN - 00964802 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bien, J AU - Krzyzanowski, J AU - Rawa, P AU - Zwolski, J AU - Transportation Research Board TI - DYNAMIC LOAD TESTS IN BRIDGE MANAGEMENT PY - 2003/07 IS - E-C053 SP - p. 3-18 AB - The potential application of dynamic test results in the bridge management process is considered. The classification of the bridge dynamic tests, based on the method of vibration excitation, is proposed and four main types of tests are distinguished: excitation by traffic, by special vehicles, by force-generating devices, and by means of special techniques. All the considered testing methods are illustrated by examples of the tests performed by the authors. Special attention is paid to the possibilities of damage detection by means of monitoring the bridge dynamic parameters. Advantages and disadvantages of the presented testing methods are discussed taking into account their usefulness in computer-based bridge management systems. U1 - 9th International Bridge Management ConferenceTransportation Research Board, Federal Highway AdministrationOrlando, Florida StartDate:20030428 EndDate:20030430 Sponsors:Transportation Research Board, Federal Highway Administration KW - Bridge management KW - Bridge management systems KW - Dynamic loads KW - Dynamic tests KW - Excitation KW - Load tests KW - Monitoring KW - Vibration UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec053.pdf UR - https://trid.trb.org/view/665503 ER - TY - CONF AN - 00964804 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - THIRD NATIONAL COMMUNITY IMPACT ASSESSMENT CONFERENCE: COMMUNITY IMPACT ASSESSMENT IN THE 21ST CENTURY: MAKING CONNECTIONS AND BUILDING RELATIONSHIPS, MADISON, WISCONSIN, AUGUST 19-21, 2002 PY - 2003/07 IS - E-C054 SP - 108 p. AB - This electronic circular presents the proceedings of the Third National Community Impact Assessment Conference. Community Impact Assessment (CIA) is an iterative process of understanding potential impacts of proposed transportation activities on affected communities and their sub-populations throughout transportation decision making. These proceedings cover the following topics: addressing change; overview of CIA; overview of "smart growth" planning; CIA and context-sensitive designs and solutions; identifying special places that define a community; engaging low-income and minority populations; place-making; addressing cultural differences; inclusive transportation decision making; implementing context-sensitive design; CIA in the Federal Highway Administration's decision-making process; developing a community vision; and examples of effective implementation of CIA. U1 - Third National Community Impact Assessment Conference: Community Impact Assessment in the 21st Century: Making Connections and Building RelationshipsTransportation Research Board, Federal Highway AdministrationMadison, Wisconsin StartDate:20020819 EndDate:20020821 Sponsors:Transportation Research Board, Federal Highway Administration KW - Communities KW - Community vision KW - Conferences KW - Context sensitive design KW - Culture (Social sciences) KW - Decision making KW - Evaluation and assessment KW - Impacts KW - Implementation KW - Low income groups KW - Minorities KW - Smart growth KW - Special places KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec054/CircE-C054%20CIA.pdf UR - https://trid.trb.org/view/665505 ER - TY - CONF AN - 00964803 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bien, J AU - Rawa, P AU - Transportation Research Board TI - HYBRID KNOWLEDGE REPRESENTATION IN BRIDGE MANAGEMENT SYSTEMS PY - 2003/07 IS - E-C053 SP - p. 19-33 AB - Development of computer technology enables the implementation of expert tools supporting decision processes in bridge management systems. The proposed expert tools utilize both the data base and knowledge base of the system. Decisions in bridge management are very often based on a mixture of precise data and fuzzy or uncertain information. It requires proper technology for information acquisition, representation, and processing. Presented is the technology of hybrid knowledge representation, integrating symbolic and nonsymbolic knowledge representation. The proposed technology of the multilevel hybrid network enables the integration of various techniques in one computer tool. According to the problem that should be solved and to the type of available information the hybrid network can be built of the neural, fuzzy, and functional components. U1 - 9th International Bridge Management ConferenceTransportation Research Board, Federal Highway AdministrationOrlando, Florida StartDate:20030428 EndDate:20030430 Sponsors:Transportation Research Board, Federal Highway Administration KW - Bridge management systems KW - Fuzzy information KW - Hybrid knowledge representation KW - Precise information UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec053.pdf UR - https://trid.trb.org/view/665504 ER - TY - CONF AN - 00964801 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - 9TH INTERNATIONAL BRIDGE MANAGEMENT CONFERENCE, ORLANDO, FLORIDA, APRIL 28-30, 2003. SUPPLEMENT PY - 2003/07 IS - E-C053 SP - 33 p. AB - This electronic circular, published as a supplement to Transportation Research Circular E-C049, contains two papers presented at the 9th International Bridge Management Conference. The objective of the conference was to provide a forum for the exchange of information about the state of the practice and state of the art in bridge management systems between practitioners and researchers in all levels of the public and private sectors. U1 - 9th International Bridge Management ConferenceTransportation Research Board, Federal Highway AdministrationOrlando, Florida StartDate:20030428 EndDate:20030430 Sponsors:Transportation Research Board, Federal Highway Administration KW - Bridge management systems KW - Conferences KW - State of the art KW - State of the practice UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec053.pdf UR - https://trid.trb.org/view/665502 ER - TY - RPRT AN - 00964780 AU - Johnson, D L AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - AUTOMATED ROAD CLOSURE GATE NEEDS ASSESSMENT AND I-90, EXIT 67 ELECTRIC ACTUATOR PROJECT - EXECUTIVE SUMMARY PY - 2003/07 SP - 14 p. AB - Nearly all of south Dakota's road closure gates were installed in the early 1980s and few modifications have occurred to the gates since the original installation. This study examined possible changes to South Dakota road closure gates, including ways that automated features might be incorporated to make intended functionality more amenable. The ultimate goals of the project were to improve road closure gate operations and minimize the safety concerns for the South Dakota Department of Transportation (SDDOT) maintenance personnel at road closure sites. The study required an overall assessment of road closure sites around the state to determine the performance issues surrounding existing gate configurations. The study then proceeded to relate what types of modifications might be warranted at each of the various sites, along with an assessment as to the extents that automation might be introduced. Reviews of literature focusing on state-of-the-art road closure equipment, various methodologies to perform road closures, and the dictates that frame the performance of road closures resulted in the accumulation of a variety of material on the subject. The research efforts to perform detailed assessments of road closure sites on a statewide basis were performed through in-depth surveys of maintenance personnel at the South Dakota Department of Transportation (SDDOT) area offices. Other information was gathered through on-site visits to road closure locations both in and out of the state. To facilitate the analysis efforts of the automated aspects, an actual installation of electrically actuated drop-arm style gates was performed for testing and evaluation purposes. The "test installation" was meant to evaluate the reliability of the design, mechanical, and operational characteristics of this type gate in comparison to similar characteristics found in South Dakota's existing swing-type gates. The investigations of existing road closure gate systems and their functional performance led to conclusions that the currently used gates do need to be replaced. However, the history collected on the existing gates' frequency of use turned out to be a primary piece of evidence that indicated the gate replacement alternatives should not include very high costs, be greatly sophisticated, or include very extensive levels of automation. Study findings eventually led to conclusions that the implementation of basic, low cost equipment configurations at road closure sites would be the best overall approach. Recommendations for alternative site treatments at the various road closure locations are based on criteria that strongly evidenced this strategy. However, research findings also indicated the SDDOT will need to ensure that applicable laws, policies, and procedural definitions for the performance of road closures in the state are closely adhered to during the implementation efforts. KW - Actuators KW - Automatic control KW - Field studies KW - Gates KW - Literature reviews KW - Maintenance personnel KW - Occupational safety KW - Performance KW - Road closures KW - South Dakota KW - State of the art KW - Surveys KW - Work zone traffic control UR - https://trid.trb.org/view/661512 ER - TY - RPRT AN - 00962904 AU - Skipper, C O AU - Bell, L C AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - LONG RANGE PROGRAM COST ESTIMATING METHODOLOGY FOR SCDOT PY - 2003/07 SP - 150 p. AB - The South Carolina Department of Transportation has in the past used a conceptual or "rule of thumb" approach for estimating the cost of highway improvement projects. This report describes a cost estimating model that is based on historical bid line item data for 58 construction projects that were let to contract between January 1996 and April 2001. Widening, interstate, and interchange projects from all 7 state districts were included. The line item data were entered into a 336 page spreadsheet that consisted of approximately 17,000 data entries. The data were analyzed and eventually transformed into parametric equations, cost averages and ranges, and estimating guidelines. Estimating guidelines were developed for nineteen cost categories: clearing and grubbing, remove and dispose asphalt, remove and dispose concrete, remove and dispose bridges, excavation, mucking, asphalt pavement, concrete pavement, painting, control of intersections, bridge construction, storm drainage, curb and gutter, sidewalks, guardrail, underdrain, erosion control, move items, and mobilization and traffic control. KW - Bids KW - Cost estimating KW - Highway improvement projects KW - Line item data KW - Long range planning KW - Methodology KW - South Carolina Department of Transportation KW - Spreadsheets UR - https://trid.trb.org/view/660931 ER - TY - JOUR AN - 00963192 JO - Public Roads PB - Federal Highway Administration AU - Jensen, G AU - Federal Highway Administration TI - AIR QUALITY AND TRANSPORTATION PY - 2003/07 VL - 67 IS - 1 SP - p. 40-43 AB - Although the Clean Air Act contributes to cleaner air quality, the greatest success can be found in the control of emissions from on-road mobile sources. According to calculations based on data from the National Air Quality and Emissions Trends Report 1999, published by the U.S. EPA, emissions reductions from motor vehicles account for 84% of the total emissions reductions of the 6 criteria pollutants since 1970. The automotive, fuels, highway, and transit communities have managed to achieve this success in cleaning up the Nation's air with the help of tighter EPA emissions standards and fuel requirements, while concurrently meeting increasing demands for improved mobility and safety. This article discusses the trend towards reduced emissions in the U.S. and how efforts from the Federal to the local levels will help continue the air quality gains seen to date. KW - Air quality management KW - Clean Air Act KW - Environmental impacts KW - Environmental protection KW - Motor vehicles KW - Particulates KW - Pollutants KW - Polluting gases KW - U.S. Environmental Protection Agency KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/10.cfm UR - https://trid.trb.org/view/664101 ER - TY - JOUR AN - 00963194 JO - Public Roads PB - Federal Highway Administration AU - Allwell, C C AU - Federal Highway Administration TI - REVIEWS ON THE FAST TRACK PY - 2003/07 VL - 67 IS - 1 SP - p. 49-53 AB - Since the enactment of the Transportation Equity Act for the 21st Century in 1998, the Federal Highway Administration has focused on reducing the length of time to process environmental documents for major transportation projects while remaining effective environmental stewards. Streamlining entails establishing realistic timeframes for transport and environmental resource agencies to develop projects, and then working cooperatively to adhere to those timeframes. The coordination of multiple overlapping environmental reviews, analyses, and permitting actions is essential to achieve realistic timeframes. Experience in developing and implementing streamlining solutions indicates that the most effective practices occur at the project level. This article provides a step-by-step guide to practices that States employ to streamline the environmental review process in conjunction with timely completion of transportation projects. KW - Environmental protection KW - Environmental reviews KW - Planning methods KW - Project management KW - State government agencies KW - Streamlining KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/12.cfm UR - https://trid.trb.org/view/664103 ER - TY - RPRT AN - 00962852 AU - Uhlmeyer, J S AU - Pierce, L M AU - Weston, J T AU - Washington State Department of Transportation AU - Federal Highway Administration TI - NOVACHIP (REGISTERED TRADEMARK) PY - 2003/07 SP - 52 p. AB - NovaChip (Registered Trademark) is marketed as a pavement rehabilitation, preventive maintenance, or surface treatment that has an extremely durable surface with improved skid resistance and resistance to rutting and wear. As a thin (3/8 to 3/4 in.), gap-graded hot-mix asphalt, NovaChip (Registered Trademark) is recommended for structurally sound pavements and has the possibility of being a viable alternative to a bituminous surface treatment (BST) or a thin dense-graded overlay. For the Washington State Department of Transportation, the first NovaChip (Registered Trademark) application in Washington State was selected as a replacement to a BST on SR 17 through the City of Soap Lake. This report summarizes the design and construction experiences learned on this project, performance to date, and includes discussion of costs and future use recommendations in Washington. KW - Construction KW - Costs KW - Design KW - Gap grading KW - Hot mix asphalt KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Preventive maintenance KW - Recommendations KW - Rehabilitation (Maintenance) KW - Rutting KW - Skid resistance KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/571.1.pdf UR - https://trid.trb.org/view/660879 ER - TY - JOUR AN - 00963193 JO - Public Roads PB - Federal Highway Administration AU - Levy, A AU - Federal Highway Administration TI - SOLUTIONS FROM THE SUNBELT PY - 2003/07 VL - 67 IS - 1 SP - p. 44-48 AB - The southeastern U.S. is one of the fastest growing regions in the country. With the blossoming human population, a growing network of transportation corridors is emerging on sand, peat, limestone, and red clay soils of the Southeast. Along with this growth, state departments of transportation are demonstrating the valuable role that they can play in protecting and enhancing wildlife habitats throughout the region. This article, through case examples, outlines the some of the ways by which several southeastern U.S. states are successfully planning, building, and retrofitting roads with measures to improve landscape connectivity, reduce roadkills, and protect human lives and property from animal-vehicle collisions. KW - Environmental protection KW - Highway corridors KW - Highway design KW - Highway planning KW - Regional development KW - Regional transportation KW - Rural highways KW - Southeastern United States KW - State departments of transportation KW - Wildlife UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/11.cfm UR - https://trid.trb.org/view/664102 ER - TY - JOUR AN - 00963191 JO - Public Roads PB - Federal Highway Administration AU - Hill, C M AU - Federal Highway Administration TI - A NEW LIFE FOR BROWNFIELDS PY - 2003/07 VL - 67 IS - 1 SP - p. 36-39 AB - A national effort is underway in the U.S. to encourage greater use of brownfields to meet many of the economic, environmental, and social challenges faced by cities and rural communities. Results of recent research funded by the Federal Highway Administration reveal that transportation plays a key role in promoting the cleanup, reuse, and redevelopment of brownfields. This article provides and discusses 3 case examples from Oregon, Kansas City, and New Jersey in which transportation projects were used to help with the redevelopment of formerly contaminated industrial properties and played a major role in the successful use of these sites to promote economic development and community revitalization. KW - Brownfields KW - Economic development KW - Environmental design KW - Planning by facility or land use KW - Redevelopment KW - Rural areas KW - Transportation policy KW - U.S. Federal Highway Administration KW - United States KW - Urban areas UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/09.cfm UR - https://trid.trb.org/view/664100 ER - TY - JOUR AN - 00963187 JO - Public Roads PB - Federal Highway Administration AU - Clarke, A AU - Federal Highway Administration TI - BIKEWAYS AND PATHWAYS PY - 2003/07 VL - 67 IS - 1 SP - p. 26-31 AB - Intuitively, most people recognize that bicycling and walking are good for the environment--energy efficient, clean, quiet, and low-impact--and both require little space. However, Federal Highway Administration data indicates bicycling and walking, as means of transportation, have declined in recent years. This article details how accommodating bicyclists and walkers as modes of travel will promote a healthier U.S. transportation system and traffic safety environment, with fewer incidents involving motor vehicles and pedestrians or bicycle riders. KW - Bicycle commuting KW - Bicycle travel KW - Environmental design KW - Mode choice KW - Pedestrian movement KW - Pedestrian-vehicle crashes KW - Traffic safety KW - Transportation modes KW - Walking KW - Walkways UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/07.cfm UR - https://trid.trb.org/view/664096 ER - TY - JOUR AN - 00963186 JO - Public Roads PB - Federal Highway Administration AU - Corbisier, C AU - Federal Highway Administration TI - LIVING WITH NOISE PY - 2003/07 VL - 67 IS - 1 SP - p. 22-25 AB - According to the most recent data available from 1987, noise from highway traffic affects more than 18 million people in the U.S. As highway systems continue expanding, increased traffic volumes will result in higher levels of traffic noise for residents of adjacent neighborhoods. This article describes how, through advanced planning and shared responsibility, local governments and developers working cooperatively with Federal and State governments can plan, design, and construct new development projects and roadways that minimize the adverse effects of noise from highway traffic. The use of noise-compatible land use planning encourages the location of less noise-sensitive land uses near highways, promotes the use of open space separating roads from developments, and suggests special construction techniques that lessen the impacts of highway traffic noise. KW - Development KW - Environmental design KW - Environmental impacts KW - Highway design KW - Highway planning KW - Land use planning KW - Noise barriers KW - Noise sources KW - Planning methods KW - Quality of life KW - Traffic noise KW - Traffic volume UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/06.cfm UR - https://trid.trb.org/view/664095 ER - TY - JOUR AN - 00963188 JO - Public Roads PB - Federal Highway Administration AU - Hoellen, K AU - Federal Highway Administration TI - CENTERING ON ENVIRONMENTAL EXCELLENCE PY - 2003/07 VL - 67 IS - 1 SP - p. 32-35 AB - The Kentucky Transportation Cabinet has recently adopted a new environmental policy for its transportation agency and the traveling public that aims to improve mobility and also protect and preserve the environment. To assist State departments of transportation with such policies, the American Association of State Highway and Transportation Officials (AASHTO) launched the AASHTO Center for Environmental Excellence in 2002. This article provides an overview of the Center, which is designed to serve as a one-stop resource for transportation professionals seeking technical assistance, training, information exchange, partnership-building opportunities, and quick and easy access to environmental planning tools. KW - American Association of State Highway and Transportation Officials KW - Design engineering KW - Education and training KW - Environmental design KW - Environmental protection KW - Information dissemination KW - Mobility KW - Research and educational facilities KW - State departments of transportation KW - Transportation engineers KW - Transportation policy UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/08.cfm UR - https://trid.trb.org/view/664097 ER - TY - JOUR AN - 00963184 JO - Public Roads PB - Federal Highway Administration AU - Skaer, F AU - Federal Highway Administration TI - EXECUTING THE EXECUTIVE ORDER PY - 2003/07 VL - 67 IS - 1 SP - p. 14-17 AB - Executive orders (EOs) are one of the ways that U.S. Presidents provide direction to Federal agencies. Even though EOs do not carry the full of force of law, and are not enforceable in court, they can be a visible and effective way for Presidents to communicate expectations to Federal agencies. This article discusses how Federal agencies are collaborating more effectively on environmental reviews of major transportation projects in response to a new Presidential mandate as directed by EO 13274 entitled, "Environmental Stewardship and Transportation Infrastructure Project Reviews," signed on September 18, 2002. KW - Environmental protection KW - Executive orders KW - Federal government agencies KW - Government transportation KW - Laws and legislation KW - Project management KW - Transportation policy KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/04.cfm UR - https://trid.trb.org/view/664093 ER - TY - JOUR AN - 00963185 JO - Public Roads PB - Federal Highway Administration AU - Irving, L AU - Federal Highway Administration TI - A NEW APPROACH TO ROAD BUILDING PY - 2003/07 VL - 67 IS - 1 SP - p. 18-21 AB - According to a Website sponsored by the U.S. Federal Highway Administration (FHWA), "Context Sensitive Design (CSD): Thinking Beyond the Pavement," CSD is a collaborative, interdisciplinary approach involving all stakeholders in developing transportation projects that fit into their physical settings, preserving scenic, aesthetic, historic, and environmental resources while maintaining safety and mobility. The CSD approach considers the total context for transportation improvement projects. This article explores the topic of whether CSD can successfully alter the way people think about transportation projects. KW - Aesthetics KW - Context sensitive design KW - Design practices KW - Environmental protection KW - Highway design KW - Highway engineering KW - Historic preservation KW - Road construction KW - Scenic highways KW - Stakeholders KW - Transportation policy KW - U.S. Federal Highway Administration KW - Websites (Information retrieval) UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/05.cfm UR - https://trid.trb.org/view/664094 ER - TY - JOUR AN - 00963181 JO - Public Roads PB - Federal Highway Administration AU - Rentch, R AU - Barolsky, R AU - Federal Highway Administration TI - NURTURING AN ENVIRONMENTAL PERSPECTIVE PY - 2003/07 VL - 67 IS - 1 SP - p. 6-9 AB - In late 2002, the Office of Project Development and Environmental Review at the U.S. Federal Highway Administration (FHWA) sponsored a domestic scan tour to review State best practices for implementing environmental commitments, By reviewing successful processes, procedures, and methodologies, the scan team aimed to provide a framework for helping States benefit from experiences of other Departments of Transportation. This article details the findings of this FHWA scan tour project conducted in Colorado, Indiana, Kentucky, New Jersey, New York, Texas, and Wyoming. While these 7 states vary in the size and maturity of their transportation systems, they offer a diversity of approaches, proving that success in environmental protection can be achieved in a number of different ways. KW - Best practices KW - Colorado KW - Environmental design KW - Environmental impacts KW - Environmental protection KW - Highway design KW - Highway planning KW - Indiana KW - Kentucky KW - New Jersey KW - New York (State) KW - Planning methods KW - State departments of transportation KW - Texas KW - U.S. Federal Highway Administration KW - Wyoming UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/02.cfm UR - https://trid.trb.org/view/664090 ER - TY - RPRT AN - 00962820 AU - Sohanghpurwala, A A AU - Scannell, W T AU - CONCORR, Incorporated AU - Federal Highway Administration TI - LONG-TERM EFFECTIVENESS OF CATHODIC PROTECTION SYSTEMS ON HIGHWAY STRUCTURES PY - 2003/07 SP - 81 p. AB - The Federal Highway Administration (FHWA) has concluded, on the basis of extensive research, that cathodic protection (CP), the technology used to mitigate corrosion of metals embedded in concrete, is the only rehabilitation technique that has proven to stop corrosion in salt-contaminated bridge decks regardless of the chloride content of the concrete. This technology is based on the principle of applying an external source of current to counteract the internal corrosion current produced in reinforced concrete components. During CP, current flows from an auxiliary anode material through the electrolyte (concrete) to the surface of the reinforcing steel. Various materials in various configurations are used as auxiliary anodes for CP, resulting in various types of CP systems. The selection of the anode material and its configuration is paramount to the success of the system. The primary objective of the 5-year study was to determine the effectiveness of various materials and configurations when used as auxiliary anodes on highway structures during a long-term evaluation. Twenty highway structures (19 bridges and 1 tunnel) protected by one or more CP system(s) were included in this study. The structures were located in 11 States and 1 Canadian Province. These structures were protected by a total of 19 impressed current and 5 galvanic CP systems. Most of the structures were selected by FHWA based on previous studies performed under the Strategic Highway Research Program (SHRP); this study was funded under the continuation of the SHRP program. The findings of the study summarize the protection provided by the systems evaluated and estimate the expected service life for the anode materials in similar environments. On some structures, the systems were operated at insufficient output current and this resulted in poor performance. If these systems had been operated at higher output currents, their performance would have been rated higher. KW - Anodic materials KW - Bridges KW - Cathodic protection KW - Electric current KW - Performance KW - Reinforced concrete KW - Service life KW - Strategic Highway Research Program KW - Tunnels UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/01096/01096.pdf UR - https://trid.trb.org/view/660862 ER - TY - JOUR AN - 00963183 JO - Public Roads PB - Federal Highway Administration AU - Larson, K AU - Federal Highway Administration TI - THE ROAD TO STREAMLINING PY - 2003/07 VL - 67 IS - 1 SP - p. 10-13 AB - The National Environmental Policy Act of 1969 (NEPA) marked the beginning of the environmental review process (ERP) for Federal actions, including highway and bridge construction projects falling under the U.S. Department of Transportation (USDOT) and Federal Highway Administration (FHWA). In order to speed up the ERP for pending USDOT/FHWA projects, Section 1309 of the Transportation Equity Act for the 21st Century, in 1998, directed USDOT/FHWA to develop and coordinate an ERP for highway projects. However, the direct effects of NEPA on transportation projects, in terms of time and cost, have not as yet been explored in depth. With this in mind, this article provides an overview of the findings of a series of studies conducted by FHWA to determine how NEPA integrates into the overall process of project delivery, and also to assess the impacts of the NEPA process on the timing and cost of project delivery. KW - Construction engineering KW - Environmental impact analysis KW - Environmental protection KW - Federal laws KW - Highway design KW - Highway planning KW - National Environmental Policy Act of 1969 KW - Project management KW - Road construction KW - Transportation Equity Act for the 21st Century KW - Transportation policy KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/03.cfm UR - https://trid.trb.org/view/664092 ER - TY - JOUR AN - 00963180 JO - Public Roads PB - Federal Highway Administration AU - Burbank, C J AU - Federal Highway Administration TI - A NATURAL BALANCE PY - 2003/07 VL - 67 IS - 1 SP - p. 2-5 AB - Once construction of the U.S. Interstate and Defense Highway System began, shortly after enactment of the Federal Aid Highway Act of 1956, citizens and local officials across the nation began letting the FHWA know that they would not accept adverse impacts from the new highways. FHWA was forced to broaden its mission from that of providing highways to meet traffic demand to one that includes reflecting the cultural, economic, environmental, and social needs of U.S. cities and sensitive rural areas. This article provides an overview of how the FHWA handled the task of building highways while minimizing or eliminating damage to the environment, and of how the FHWA expanded its mission to include protecting and enhancing the environment during the 1990s. KW - Environmental impacts KW - Environmental protection KW - Federal Aid Highway Act KW - Federal aid highways KW - Highway design KW - Interstate highways KW - National Environmental Policy Act of 1969 KW - Transportation policy KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/03jul/01.cfm UR - https://trid.trb.org/view/664089 ER - TY - RPRT AN - 00963090 AU - Hwang, H-L AU - Truett, L F AU - Davis, S C AU - Oak Ridge National Laboratory AU - Federal Highway Administration AU - Department of Energy TI - A STUDY OF THE DISCREPANCY BETWEEN FEDERAL AND STATE MEASUREMENTS OF ON-HIGHWAY MOTOR FUEL CONSUMPTION PY - 2003/07 SP - 51 p. AB - Annual highway fuel taxes are collected by the Treasury Department and placed in the Highway Trust Fund (HTF). There is, however, no direct connection between the taxes collected by the Treasury Department and the gallons of on-highway fuel use, which can lead to a discrepancy between these totals. This study was conducted to determine how much of a discrepancy exists between the total fuel usages estimated based on highway revenue funds as reported by the Treasury Department and the total fuel usages used in the apportionment of the HTF to the States. The analysis was conducted using data from Highway Statistics Tables MF-27 and FE-9 for the years 1991-2001. It was found that the overall discrepancy is relatively small, mostly within 5% difference. The amount of the discrepancy varies from year to year and varies among the three fuel types (gasoline, gasohol, special fuels). Several potential explanations for these discrepancies were identified, including issues on data, tax measurement, gallon measurement, HTF receipts, and timing. Data anomalies caused by outside forces, such as deferment of tax payments from one fiscal year to the next, can skew fuel tax data. Fuel tax evasion can lead to differences between actual fuel use and fuel taxes collected. Furthermore, differences in data collection and reporting among States can impact fuel use data. Refunds, credits, and transfers from the HTF can impact the total fuel tax receipt data. Timing issues, such as calendar year vs. fiscal year, can also cause some discrepancy between the two data sources. KW - Alternate fuels KW - Data collection KW - Discrepancies KW - Federal government KW - Fuel consumption KW - Fuel taxes KW - Gasohol KW - Gasoline KW - Highway travel KW - Highway Trust Fund KW - Measurement KW - Motor fuels KW - Reports KW - Revenues KW - State government UR - http://www.ornl.gov/~webworks/cppr/y2001/rpt/117857.pdf UR - https://trid.trb.org/view/661001 ER - TY - RPRT AN - 00962196 AU - Hancher, D E AU - Thozhal, J J AU - Goodrum, P M AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CONSTRUCTIBILITY ISSUES ON KYTC PROJECTS PY - 2003/07 SP - 120 p. AB - Constructibility is defined by the American Association of State Highway and Transportation Officials Subcommittee on Construction as "a process that utilizes construction personnel with extensive construction knowledge early in the design stages of projects to ensure that the projects are buildable, while also being cost-effective, biddable, and maintainable." A successful Constructibility Review Process (CPR) for a transportation agency must follow an established methodology similar to value engineering. The process must be flexible and address the critical issues impacting transportation construction projects, such as ease of construction, environmental factors, construction phasing and scheduling, project safety, and accommodation of future maintenance and operations. To obtain maximum benefit from a constructibility review, it must be initiated early in the planning phase of the project and continue through design and construction. Several key topics related to CPR are presented in this report, with emphasis on the KyTC Project Development Process, and constructibility input to this process. Several recommendations have been proposed to enhance the program. KW - Constructibility KW - Construction management KW - Construction projects KW - Construction safety KW - Construction scheduling KW - Environmental impacts KW - Kentucky KW - Project development KW - Reviews KW - Road construction UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_17_SPR_236_02_1F.pdf UR - https://trid.trb.org/view/660617 ER - TY - RPRT AN - 00962184 AU - Ellis, R D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF IMPROVED PROCEDURES FOR MANAGING PAVEMENT MARKINGS DURING FDOT HIGHWAY CONSTRUCTION PROJECTS PY - 2003/07 SP - 90 p. AB - The removal of temporary pavement markings is a common necessity during highway construction operations. Current methods of marking removal have often been unsatisfactory leaving pavement scarring that can be mistaken for a line. The objective of this study was to develop a methodology for removing temporary pavement markings that would not adversely affect the pavement and would leave no trace of the marking. Several experimental methods were developed and tested. A modified seal coat procedure was selected as the best method. This document reports on the research activity and test results. KW - Removal KW - Road construction KW - Road markings KW - Seal coating KW - Temporary traffic control devices KW - Work zone traffic control UR - http://www.fdot.gov/research/Completed_Proj/Summary_CN/FDOT_BC354_58_rpt.pdf UR - https://trid.trb.org/view/660605 ER - TY - RPRT AN - 00962170 AU - Hallenbeck, M E AU - McCormack, E AU - Nee, J AU - Wright, D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FREIGHT DATA FROM INTELLIGENT TRANSPORTATION SYSTEM DEVICES PY - 2003/07 SP - 116 p. AB - As congestion increases, transportation agencies are seeking regional travel time data to determine exactly when, how, and where congestion affects freight mobility. Concurrently, a number of regional intelligent transportation systems (ITS) are incorporating various technologies to improve transportation system efficiency. This research explored the ability of these ITS devices to be used as tools for developing useful historical, and perhaps real-time, traffic flow information. Regional transponder systems have required the installation of a series of readers at weigh stations in ports, along freeways, and at the Washington/British Columbia border. By linking data from these readers, it was possible to anonymously track individual, transponder-equipped trucks and to develop corridor-level travel time information. However, the research found that it is important to have an adequate number of data points between readers to identify non-congestion related stops. Another portion of this research tested five Global Positioning System (GPS) devices in trucks. The research found that the GPS data transmitted by cellular technology from these vehicles can provide much of the facility performance information desired by roadway agencies. However, obtaining sufficient amounts of these data in a cost effective manner will be difficult. A third source of ITS data that was explored was Washington State Department of Transportation's extensive loop-based freeway surveillance and control system. The output from each of the ITS devices analyzed in this research presented differing pictures (versions) of freight flow performance for the same stretch of roadway. In addition, ITS data often covered different (and non-contiguous) roadway segments and systems or geographic areas. The result of this wide amount of variety was an integration task that was far more complex than initially expected. Overall, the study found that the integration of data from the entire range of ITS devices potentially offers both a more complete and more accurate overall description of freight and truck flows. KW - Data collection KW - Data integration KW - Freight transportation KW - Global Positioning System KW - Intelligent transportation systems KW - Loop detectors KW - Real time information KW - Traffic flow KW - Transponders KW - Travel time UR - http://depts.washington.edu/trac/bulkdisk/pdf/566.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/566.1.pdf UR - https://trid.trb.org/view/660591 ER - TY - RPRT AN - 00962162 AU - Morgan, R L AU - New York State Department of Transportation AU - Federal Highway Administration TI - TEMPORARY RUMBLE STRIPS PY - 2003/07 SP - 42 p. AB - The New York State Department of Transportation recently adopted seven work zone intrusion countermeasures to increase safety of the workers and driving public. Among these countermeasures adopted was the use of temporary rumble strips at work zones to alert drivers of an approaching work zone or a change in the driving pattern or highway condition. A literature search was performed, of past and ongoing research and use of temporary rumble strips in work zones, to verify that current specifications used by the Department are sufficient. In addition, several installations at contracted and maintenance work zones were examined to determine if the Department's current specifications are appropriate or need refinement. Results of this study showed that the use of rumble strips at work zones is effective and should be continued. The Department's specifications are within the accepted practices of other states that use rumble strips for this purpose. These specifications should be modified to allow for variable spacing of the strips within a set and for the use of other types of rumble strips besides the types currently allowed. Sound engineering judgement should be used before placing them to ensure they are necessary and effective. Even though the rumble strips that were used at the maintenance work zones do not meet Department standards, they are effective for the usual short duration of a maintenance operation. Minor modifications of these would improve their effectiveness without significantly increasing cost or installation time. KW - Countermeasures KW - Field studies KW - Literature reviews KW - New York (State) KW - Rumble strips KW - Spacing KW - Specifications KW - Temporary traffic control devices KW - Work zone safety KW - Work zone traffic control UR - https://www.dot.ny.gov/portal/page/portal/divisions/engineering/technical-services/trans-r-and-d-repository/sr140.pdf UR - https://trid.trb.org/view/660583 ER - TY - RPRT AN - 00961946 AU - Barrett, M L AU - Walton, J R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - HIGHWAY CRASH SITE MANAGEMENT PY - 2003/07 SP - 36 p. AB - Traveler delay is the problem most often associated with highway crashes, but by far the most serious problem is the resulting secondary crashes that occur. Another related issue is the danger posed to response personnel serving the public at the scene of a crash. The longer a crash is in place, the longer the responders are vulnerable and exposed to injury. The Kentucky Transportation Center, in cooperation with the Kentucky Transportation Cabinet, developed a checklist and interagency workshop to address ways to secure and coordinate the resources necessary to restore the roadway's operation in a safe and timely manner. The Highway Crash Site Management workshop and Checklist have been a very effective way to get the message of quick clearance to emergency responders. During the past fiscal year (2002-2003), emphasis was placed on conducting more workshops and distributing more Checklists. Six additional workshops were conducted and 1000 Checklists were printed for distribution. In addition, minor modifications were made to the workshop material and delivery process. A packet of information pertaining to the project was distributed nationally as a way to share Kentucky's "successful practices", and an evaluation survey was conducted to determine the benefits of the workshop and Checklist. It is the finding of this study that emergency responders are receptive to this program and that conducting more workshops and distributing more Checklists would improve crash site management throughout the state. Minor modifications should be made to the workshop in an effort to make the program more sustainable, and the management and organization should gradually be turned over to the Technology Transfer section of the Kentucky Transportation Center. KW - Benefits KW - Checklists KW - Crash locations KW - Emergency medical technicians KW - Highway safety KW - Incident management KW - Interagency relations KW - Kentucky KW - Management KW - Secondary crashes KW - Traffic crashes KW - Workshops UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_18_KH_43_02_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23763/KTC_03_18_KH_43_02_1F.pdf UR - https://trid.trb.org/view/660494 ER - TY - RPRT AN - 00961948 AU - Federal Highway Administration TI - THE NATIONAL CORRIDOR PLANNING AND DEVELOPMENT AND COORDINATED BORDER INFRASTRUCTURE PROGRAM: HISTORY, EVALUATION AND RESULTS PY - 2003/07 SP - v.p. AB - From FY 1999 through FY 2003 the National Corridor Planning and Development and Coordinated Border Infrastructure (NCPD/CBI) program provided $1.1 billion to State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) for planning through construction of border and corridor related projects. It also provided $6 million to GSA for projects related to safety enforcement activities. The program has broad eligibility and therefore funded a wide variety of projects. This report presents the history and results of the program. KW - Border regions KW - Coordinated Border Infrastructure Program KW - Financing KW - Highway safety KW - Metropolitan planning organizations KW - National Corridor Planning and Development program KW - State departments of transportation KW - Traffic law enforcement KW - Transportation corridors KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/border_planning/corbor/index.cfm UR - https://trid.trb.org/view/661734 ER - TY - RPRT AN - 00961945 AU - Harmelink, D AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EXTENT OF TOP-DOWN CRACKING IN COLORADO PY - 2003/07 SP - 53 p. AB - In 2000, a forensic evaluation was conducted on a project that was exhibiting early longitudinal cracking near the wheel paths. A team of national asphalt experts conducted this forensic evaluation. The forensic team concluded that the cracking on the project was surface initiated cracking and was caused by a number of contributing factors. One of the contributing factors to the early distress that was identified by the experts were the pockets of segregation that were observed at the bottom of the surface lift but were not apparent on the surface. The object of this study was to determine the extent of "top-down cracking" in Colorado, what causes it, how can it be prevented, if it occurs how is the distress treated, and how quickly does the distress need to be treated. Out of the twenty-five sites that were cored 72% contained top-down related cracking. Of these 18 sites 67 had visual evidence of segregation. In 2003, a new mix design change was incorporated. The mix design change allows for an increase in the asphalt cement content, which will ultimately reduce the potential for segregation to occur. The Colorado Department of Transportation, in cooperation with industry, has established a segregation task force to develop a specification for segregation. This task force will be developing the specification to identify sub-surface segregation. Paving equipment manufacturers have also identified areas within the paver that promote segregation. The manufacturers have taken the initiative to develop an anti-segregation kit. KW - Asphalt cement KW - Colorado KW - Cracking of asphalt concrete pavements KW - Longitudinal cracking KW - Pavement distress KW - Pavement performance KW - Segregation (Aggregates) KW - Surface course (Pavements) KW - Top down cracking (Pavements) UR - http://www.dot.state.co.us/publications/PDFFiles/topdowncracking.pdf UR - https://trid.trb.org/view/660493 ER - TY - RPRT AN - 00962088 AU - Gates, T J AU - Hawkins, H G AU - Rose, E R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECTIVE PAVEMENT MARKING MATERIALS AND APPLICATIONS FOR PORTLAND CEMENT CONCRETE ROADWAYS PY - 2003/07 SP - 66 p. AB - This report describes the tasks of a study conducted to identify effective pavement marking materials and application procedures on portland cement concrete (PCC) roadways in Texas. The researchers reviewed relevant literature, reviewed data from the National Transportation Product Evaluation Program (NTPEP), surveyed state departments of transportation, surveyed material manufacturers, and analyzed cost-effectiveness of various materials. Based on findings from the research tasks, the researchers generated a number of recommendations for pavement markings on PCC roadways in Texas, which include: use epoxy materials for long-term applications under the majority of traffic conditions; use preformed tape for long-term applications under very heavy traffic; and use Texas Department of Transportation specification thermoplastic only for short-term applications with low to medium traffic. KW - Concrete pavements KW - Cost effectiveness KW - Epoxy resins KW - Industries KW - Literature reviews KW - National Transportation Product Evaluation Program KW - Recommendations KW - Road marking materials KW - Road marking tapes KW - State departments of transportation KW - Surveys KW - Texas KW - Thermoplastic materials UR - https://trid.trb.org/view/660547 ER - TY - RPRT AN - 00960497 AU - Thompson, G AU - Asphalt Pavement Association of Oregon AU - Oregon Department of Transportation AU - Federal Highway Administration TI - DETERMINING ASPHALT CONTENT FOR RECYCLED ASPHALT PAVEMENT (RAP) MATERIALS. FINAL REPORT PY - 2003/07 SP - 32 p. AB - The State of Oregon uses significant amounts of Recycled Asphalt Pavement (RAP) in dense-graded mixes on State highways. The design process for these mixes relies on accurately knowing the amount of asphalt cement in the RAP materials being used. Beginning in 1997 the Oregon Department of Transportation (ODOT) began using ignition furnaces to determine RAP asphalt contents and gradations. Asphalt contents are determined by measuring the change in mass between the original dry RAP sample and the mass of the final residue aggregate sample after the asphalt is burned off in the ignition furnace. One shortcoming of the process is that a small portion of the aggregate is usually lost in the burning process. The amount of aggregate lost is on the order of 0.5% which may be considered significant for most RAP mixtures. This research attempted to use volumetric equations to solve for the RAP asphalt content by exploiting the constant nature of the Effective Specific Gravity of Aggregates, Gse. A solution is presented using a simplified equation, which ignores the difference in Specific Gravity of Asphalt, Gb, between the RAP asphalt and the new added asphalt. This solution proved to be unstable and diverged significantly with only small changes in assumed Gb. A second more exact equation was derived to better account for the difference in Gb between the RAP asphalt and the new added asphalt. However, it's analytic solution collapsed to zero due to the dependent nature of the volumetric equation being used. Attempts to derive a second linearly independent equation failed; however, future research may lead to a complete solution to this equation. KW - Aggregate gradation KW - Asphalt cement KW - Asphalt content KW - Asphalt pavements KW - Furnaces KW - Ignition KW - Oregon KW - Pavement design KW - Recycled materials UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DetAsphConRAP.pdf UR - https://trid.trb.org/view/659975 ER - TY - RPRT AN - 00960496 AU - Tikalsky, P AU - Tepke, D AU - CAMISA, S AU - Soltesz, S AU - Pennsylvania State University, University Park AU - Oregon Department of Transportation AU - Federal Highway Administration TI - MATURITY METHOD DEMONSTRATION PY - 2003/07 SP - 61 p. AB - The concrete maturity method is a quality control/quality assurance (QC/QA) tool that can be used to assist contractors and transportation officials in producing cost-efficient, durable concrete structures. This report documents the findings of an investigation performed for the Oregon Department of Transportation to demonstrate the use and benefits of the maturity method. The maturity method was shown to be an easily implemented QC/QA tool that can be used to estimate strength development, speed construction operations, and document contractor mistakes. KW - Benefits KW - Concrete maturity method KW - Concrete structures KW - Construction KW - Contracts KW - Durability KW - Estimates KW - Implementation KW - Oregon KW - Quality assurance KW - Quality control KW - Recordkeeping KW - Strength of materials UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/MaturityMethodDemo.pdf UR - https://trid.trb.org/view/659974 ER - TY - RPRT AN - 00960159 AU - Crouch, L K AU - Badoe, D A AU - Cates, M AU - Borden, T A AU - Copeland, A R AU - Walker, C T AU - Dunn, T AU - Maxwell, R A AU - Goodwin, W A AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - BULK SPECIFIC GRAVITY OF COMPACTED BITUMINOUS MIXTURES: FINDING A MORE WIDELY APPLICABLE METHOD PY - 2003/07 SP - 261 p. AB - The ultimate goal of the project was to develop a new method, or adapt a current method, for determining bulk specific gravity (Gmb) of compacted hot mix asphalt (HMA) mixtures with wide applicability. The method must be repeatable and applicable to laboratory or field specimens for a wide variety of mixture types. A more reliable Gmb would result in more reliable HMA volumetric properties, specifically percent air voids. Consequently, dangerous pavement distress types such as rutting, bleeding, stripping, and age hardening (whose occurrence can often be predicted using percent air voids) could be avoided more often, ensuring a high degree of safety for the motoring public. The project goal was accomplished in three steps. In step 1, a literature review and survey of state departments of transportation revealed 13 existing Gmb determination techniques. In addition, the research team developed concepts for two new methods. The Tennessee Department of Transportation (TDOT) Monitoring Committee selected the 7 most promising methods for further study. In step 2, a feasibility study using 10 compacted HMA samples was conducted on the 7 selected methods to evaluate cost, logistical factors, and preliminary repeatability. The TDOT Monitoring Committee selected the 4 most promising methods for further study. In the final step, 50 compacted HMA samples and 4 aluminum cylinders were used to evaluate the precision and accuracy of the 4 selected methods. The dimensional analysis (AASHTO T-269) and the parafilm (ASTM D 1188) methods were found to form upper bounds for the sample air voids, while the SSD (AASHTO T-166) method was found to form a lower bound for true air voids. Although the true air voids can never be determined, the Instrotek Corelok System yields air void results in the range between the upper and lower bounds for the air voids. Finally, the Instrotek Corelok System was found to have the necessary precision, having an average coefficient of variation of 0.20% for the 50 compacted HMA samples used in the precision and accuracy step. Based on the results of the precision and accuracy study, the research team recommends the Instrotek Corelok System as the most widely applicable method for determining the Gmb of compacted HMA mixtures. KW - AASHTO T 166 KW - AASHTO T 269 KW - Accuracy KW - Air voids KW - ASTM D 1188 KW - Bituminous mixtures KW - Hot mix asphalt KW - Instrotek Corelok System KW - Literature reviews KW - Precision KW - Repeatability KW - Specific gravity KW - State departments of transportation KW - Surveys KW - Test procedures UR - http://www.tdot.state.tn.us/longrange/reports/Res-1153.pdf UR - https://trid.trb.org/view/659901 ER - TY - CONF AN - 00960090 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Whitley, A B AU - Transportation Research Board TI - DEVELOPING AN ASPHALT SOLVENT TESTING AND APPROVAL PROGRAM IN NORTH CAROLINA PY - 2003/07 IS - E-C052 SP - p. 133-141 AB - One of the primary goals of the North Carolina Department of Transportation (NCDOT) is to protect the state's natural resources and promote environmental stewardship. As such, in 1991, NCDOT directed its field forces to use biodegradable asphalt solvents. Numerous companies have developed a variety of solvent products using citrus, pine, and/or soy extracts purported to remove asphalt from tools and equipment used in patching and paving operations. While products are marketed as environmentally friendly, safe, and effective, environmental or safety issues may still exist. Initially the Department's approval process consisted of a review of the product's Material Safety Data Sheet (MSDS) and field trials. The various formats used for the MSDS, the allowable practice of listing ingredients as "proprietary" or "trade secret," and the subjective nature of the field trials made this approval process difficult to administer. Unfortunately, there is no standard test regimen that satisfies the safety and environmental concerns, as well as the efficacy claims made by vendors. Considering the potential safety and environmental impacts of purchasing, storing, and using such products, the NCDOT has developed a laboratory-testing program for asphalt solvent products. Implementing this testing program not only ensures that the Department is proactively addressing environmental and personal safety issues, it will also ensure that a cost-effective product is purchased. The development of such a program could potentially benefit other state and local highway agencies in a comparable manner. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Approval process KW - Asphalt KW - Biodegradability KW - Cost effectiveness KW - Environmental impacts KW - Laboratory tests KW - Maintenance management KW - New products KW - North Carolina Department of Transportation KW - Product safety KW - Solvents UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661873 ER - TY - CONF AN - 00960087 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Wilcox, S J AU - Transportation Research Board TI - AUTOMATED WORK MANAGEMENT FOR STATE HIGHWAY MAINTENANCE PY - 2003/07 IS - E-C052 SP - p. 75-92 AB - Maintaining a 42,000 lane-mile highway system parsed by 9,000 bridges is not like maintaining a building, a physical plant, an institution, an equipment fleet, or a campus. The needs of the system are not completely plannable, cyclical, or systematizable. Maintenance management, however, is also not completely driven by emergent demands, random events, or failures in the infrastructure. And contrary to the beliefs of some, highway and bridge maintenance is manageable. It can even be managed with a certain degree of efficiency. The requirement that it be done efficiently is growing as available resources decrease. The Maintenance Program of the New York State Department of Transportation (NYSDOT), in partnership with Booz Allen Hamilton of McLean, Virginia, is currently designing a highway maintenance management system to replace the system that has been in place since the 1980s. The new system will take advantage of a system that Booz Allen Hamilton has evolved from initial implementations in Vermont and New Mexico, to a web-enabled version developed for the Georgia Department of Transportation (GDOT). This award winning system was designed for the specific needs of large-scale highway maintenance management. The approach in NYSDOT has been to customize the GDOT application for use in New York with one significant new development that is being referred to as a "work management" process. The NYSDOT system is being called MAMIS for Maintenance Asset Management Information System. The process is organized around the creation of a to-do list called "Needs," the assignment of selected work to either State Maintenance Forces or Contractors for completion, and the reporting of what was accomplished by location or asset. To many who read this, the process described above will be seen as nothing earth-shaking or new. What is new to us in the NYSDOT Maintenance Program is the structuring and automating of the process of managing day-to-day, cyclical, and seasonal work--and to associate that work with particular sections of highway, individual bridges, snow and ice beats, or other State assets. This provides a standardized structure for managing work across the State's Maintenance Program and will lay the foundation for both the management and analysis pieces of infrastructure asset management. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Asset management KW - Automation KW - Booz Allen Hamilton (McLean, Virginia) KW - Economic efficiency KW - Highway bridges KW - Highway maintenance KW - Infrastructure KW - Maintenance management KW - Management information systems KW - New York State Department of Transportation KW - State highways UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661870 ER - TY - CONF AN - 00960094 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Smithson, Leland D AU - Transportation Research Board TI - TRAINING: THE KEY TO TECHNOLOGY IMPLEMENTATION PY - 2003/07 IS - E-C052 SP - p. 175-181 AB - Training for supervisors and field operators in understanding the new processes and equipment used in proactive snow and ice control techniques has been slow in developing. Lack of effective and scientifically based training has hampered progress in the implementation of anti-icing (AI) and road weather information system (RWIS) technologies. The American Association of State Highway and Transportation Officials (AASHTO), recognizing these educational needs, established a pooled fund study to provide the necessary financial support to develop a national computer-based, AI/RWIS training program for state and local governments. Nearly all of the snow-belt states and the American Public Works Association and the National Association of County Engineers contributed to this pooled fund. The computer-based training (CBT) program developed to meet this need is fundamentally a menu-driven, hyperlinked, interactive, content manager. The user, once logged in, can work through this standalone training from beginning to end, like a book, returning to the menu at intervals, as desired, to select another path. The content is photographs, illustrations, text, video, charts, animation, interaction, narration, and other means of communication. There are opportunities at various points to access the progress the user is making educationally, including quizzes, scenario-based problem cases, and exercises. The training can be individually administered or used in a group setting and can be the foundation for a certification program. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - American Association of State Highway and Transportation Officials KW - Anti-icing KW - Certification KW - Computer aided instruction KW - Education and training KW - Personnel development KW - Pooled funds KW - Road weather information systems KW - Snow and ice control UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661877 ER - TY - CONF AN - 00960095 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Edson, J M AU - Transportation Research Board TI - SIMULATOR-BASED EQUIPMENT OPERATOR TRAINING PY - 2003/07 IS - E-C052 SP - p. 182-187 AB - The California Department of Transportation (Caltrans) Maintenance Equipment Training Simulator (CMETS) was developed in an effort to reduce vehicle accidents, extend equipment life, and enhance the overall safety of field maintenance employees. The eight full-mission simulators are housed in a 48-ft semitrailer that travels throughout the state providing training. The primary target audience consists of new-hires with little truck driving experience, although experience has shown that employees from all skill levels can be challenged in the simulator. CMETS can simulate almost any engine and transmission combination found in the fleet, with truck types including 5- and 10-yd dump trucks, and tractor-trailer combinations. The driving world consists of a 50 sq mi area with over 100 mi of roads. Road types include city streets, freeways, secondary roads, dirt and gravel roads, as well as snow-covered roads. Instructor controlled inputs include volume and behavior of autonomous traffic, day or night, clear or fog, wind gust, ice patches, and specific autonomous vehicle behavior. Simulated failures to own equipment include tire blowout, loss of oil or air pressure, and overheating. Driving parameters that are measured and recorded for each student include number of gear shifts, number of gear grinds, number of transmission failures, speed control, following too close, brake temperature, riding the clutch, turns or lane changes without signaling, collisions, and others. CMETS is fully self-contained, and includes an onboard 50 kW generator. Setup and breakdown time at any maintenance station is less than 15 min. Two instructors conduct the 1-h class, followed by a 3-h driving session. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - California Department of Transportation KW - Driving simulators KW - Maintenance equipment KW - Operators (Persons) KW - Training UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661878 ER - TY - CONF AN - 00960091 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Thornton, K AU - Hoffman, G AU - Soltis, D AU - Balikov, H AU - Schaeberle, J AU - Transportation Research Board TI - PENNDOT'S ENVIRONMENTAL MANAGEMENT PROGRAM PY - 2003/07 IS - E-C052 SP - p. 145-162 AB - Information is presented on some of the Pennsylvania Department of Transportation's (PENNDOT's) practices involving maintenance of transportation facilities in Environmental Maintenance Procedures and Practices. Particular attention is given to PENNDOT's practices in the following areas: (1) protecting the roadside environment, and (2) environmental management best practices for maintenance. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Best practices KW - Environmental protection KW - Maintenance management KW - Maintenance practices KW - Pennsylvania Department of Transportation KW - Roadside UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661874 ER - TY - CONF AN - 00960093 JO - Transportation Research E-Circular PB - Transportation Research Board AU - AMIRI, F AU - Transportation Research Board TI - AUTOMATED GATE OPERATIONAL TEST PY - 2003/07 IS - E-C052 SP - p. 166-171 AB - Due to frequent high wind, low temperature, and blizzards, the Minnesota Department of Transportation (Mn/DOT) has installed gates along I-90 and I-94 to guide traffic off the interstate and prohibit access during life threatening situations. Mn/DOT conducted a study that assessed the costs and benefits of gate operations. The study included potential reduction in delays and the number of accidents. A severe snowstorm that struck southwestern Minnesota in November 1998 provided a good case study to compare costs for clearing sections of highways with and without gates. Generally, it costs Mn/DOT 15% less to clear and reopen highways controlled by existing manual gates. An intelligent transportation systems (ITS) solution to reduce safety risks for law enforcement and snow maintenance teams is presently being tested by Mn/DOT. Mn/DOT, through a partnership with ThomTech Design team, developed a freeway management system at the I-90 and US 71 interchange at Jackson, Minnesota. Mn/DOT installed an automated system using ITS technologies. The system is being managed from Mn/DOT's Windom office. The pilot project started during the summer of 2001. The research report, work plan, hardware installation, software development, and acceptance test have been completed. The system is being tested by Mn/DOT District 7 Windom office. The I-90 gate operation involves the coordination of the following major subsystems: (1) the Traffic Management Subsystem consists of automated gate closure devices that are designed to operate in all climates and are FHWA approved for crashworthiness, safety, and operability. The existing gate arms are used in conjunction with an automatic electronic actuator to raise and lower the gates using a wireless signaling device; (2) the Control and Monitoring Subsystem is a website with a user name and a password that controls the gate operations. The web server is located at the intersection and designed to be controlled from the Mn/DOT District 7 Office in Windom, Minnesota; (3) the Detection and Sensor Subsystem provides a reliable means of visual, audio, and graphic interfaces to detect violations. It is also able to display, record, log, and playback the incidents; and (4) the Communication Subsystem is wireless communication with Internet access and back-up landline. Lessons learned from the I-90 gate operational test will be used as a management toolbox for future ITS initiatives that will allow Mn/DOT to better manage the roadway facilities. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Actuators KW - Automation KW - Benefit cost analysis KW - Case studies KW - Control systems KW - Detectors KW - Field tests KW - Freeway management systems KW - Gates KW - Intelligent transportation systems KW - Internet KW - Interstate highways KW - Jackson (Minnesota) KW - Minnesota Department of Transportation KW - Monitoring KW - Sensors KW - Snowstorms KW - Subsystems KW - Winter maintenance KW - Wireless communication systems UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661876 ER - TY - CONF AN - 00960088 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Lebwohl, A S AU - Transportation Research Board TI - COMPASS: CASE STUDY OF HOW WISCONSIN ADAPTED NCHRP REPORT 422 TO WORK AT HOME PY - 2003/07 IS - E-C052 SP - p. 93-107 AB - When the staff of the Wisconsin Department of Transportation (WisDOT) decided to create a highway maintenance quality assurance program based on NCHRP Report 422, they needed to implement the program in a way that would take into account the state's unique maintenance structure. In Wisconsin, maintenance delivery is contracted out to the state's 72 counties and is prioritized and coordinated by two WisDOT divisions. This structure made buy-in at all levels critical. To facilitate this, the program was piloted for six months, with key decisions about that pilot being made by teams of operations workers from all levels and regions. Other factors identified by the program's Advisory Team as critical to the pilot and the program's success included: a dedicated manager position; flexibility in decision-making; a compressed time frame; and extensive communication. Piloting a program this way also has its caveats and drawbacks, however, including a need to find a meaningful role for operations managers. This paper provides a more extensive exploration of some of those success factors and drawbacks. It also looks at some of the specific choices that Wisconsin made in developing its program. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Asset management KW - Contracting out KW - Coordination KW - Maintenance management KW - NCHRP Report 422 KW - Quality assurance KW - Strategic planning KW - Wisconsin Department of Transportation UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661871 ER - TY - CONF AN - 00960089 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Jha, M K AU - Schultz, L AU - Transportation Research Board TI - DEVELOPMENT OF AN INTEGRATED HIGHWAY MAINTENANCE MANAGEMENT SYSTEM: THE MARYLAND EXPERIENCE PY - 2003/07 IS - E-C052 SP - p. 108-129 AB - Due to the increasing highway traffic over the last two decades the highway maintenance procedure has become increasingly complex. This complexity is attributed to the collection and analyses requirements of the maintenance data as well as the overlapping needs for data analyses by various offices within a highway agency. The highway maintenance data needs to be accurately collected and efficiently entered in a computerized database so that most accurate and meaningful inferences can be drawn regarding future maintenance activities and budget allocation. In addition, in order to avoid duplication of data collection and data entry into various databases such as the pavement, bridge, and financial management databases, development of an integrated system with easy uploading and downloading features is desirable. This paper describes the experience of the Maryland State Highway Administration in attempting to develop an Integrated Highway Maintenance Management System. The lessons learned may be of great benefit to other states. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Budgeting KW - Data collection KW - Data entry KW - Development KW - Highway maintenance KW - Integrated systems KW - Maintenance management KW - Maryland State Highway Administration UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661872 ER - TY - CONF AN - 00960092 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Blackburn, R R AU - Amsler, D E AU - Bauer, K M AU - Transportation Research Board TI - GUIDELINES FOR SNOW AND ICE CONTROL: MATERIALS AND METHODS PY - 2003/07 IS - E-C052 SP - p. 165 AB - Snow and ice control strategies and tactics that employ solid and liquid chemicals, abrasives, and mechanical methods--individually or in combination--have been used by many different highway agencies throughout the world. Research by the Strategic Highway Research Program, the Federal Highway Administration, the National Cooperative Highway Research Program (NCHRP), and other organizations in the United States and other countries has addressed many of the issues associated with snow and ice control treatments. However, widely accepted guidelines for selecting level of service driven roadway strategies and tactics for specific weather, site, and traffic conditions have not been developed. Without this information, the process of selecting treatment strategies and tactics that meet highway agencies level of service objectives is difficult. Five snow and ice control strategy and tactic combinations were tested and evaluated over several years with various ranges of weather, site, and traffic conditions found in North America as part of NCHRP Project 6-13. A pavement ice condition index was developed for determining the overall effectiveness of a given snow and ice control strategy and tactic combination as well as effectiveness of within-storm and end-of-storm winter maintenance operations. The field test results are being used to develop a set of guidelines for selecting roadway strategies and tactics for a range of winter maintenance operating conditions. The results will also be used in developing snow and ice control material application rate guidelines. The results of this effort will be published by NCHRP in the near future. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Guidelines KW - Level of service KW - Maintenance practices KW - Materials KW - National Cooperative Highway Research Program KW - NCHRP Project 6-13 KW - Pavement ice condition index KW - Snow and ice control KW - Strategic planning KW - Winter maintenance UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661875 ER - TY - CONF AN - 00960081 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - MAINTENANCE MANAGEMENT 2003: PRESENTATIONS FROM THE 10TH AASHTO-TRB MAINTENANCE MANAGEMENT CONFERENCE, JULY 13-17, 2003, DULUTH, MINNESOTA PY - 2003/07 IS - E-C052 SP - 191 p. AB - This publication contains papers presented at the 10th AASHTO-TRB Maintenance Management Conference. The objective of this series of conferences is to provide a forum every three to four years for the exchange of new ideas and developments in the maintenance and operations management of transportation facilities. The conference was integrated into the Annual AASHTO Highway Subcommittee on Maintenance meeting and includes topics corresponding to the AASHTO Subcommittee Task Forces on pavements, roadsides and environment, traffic services and safety, bridges and snow and ice, and the Focus Groups on customer satisfaction, contract maintenance, work force development, equipment and maintenance management. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Bridges KW - Conferences KW - Contracting out KW - Customer satisfaction KW - Environment KW - Focus groups KW - Maintenance equipment KW - Maintenance management KW - Pavement maintenance KW - Personnel development KW - Roadside KW - Snow and ice control KW - Traffic safety UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661864 ER - TY - CONF AN - 00960085 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Adams, T M AU - Maloney, J AU - Vonderohe, A AU - Martinelli, T AU - Transportation Research Board TI - MANAGEMENT DECISION TOOLS FOR WINTER OPERATIONS PY - 2003/07 IS - E-C052 SP - p. 52-68 AB - New winter maintenance vehicles are being equipped with differential global positioning system (DGPS) receivers and numerous sensors that collect environmental data (e.g., pavement and air temperature), equipment status (e.g., plow up/plow down), and material usage (e.g., salt spreading rate). These data are both telemetered to a dispatch center and recorded on magnetic media for later downloading. Data are transmitted and recorded as often as every two seconds. Data such as these, both in type and in quantity, have never before been available. With the availability of new data, agencies are exploring the possibilities for improving the performance of winter maintenance operations. Performance measures can be computed from data collected by DGPS receivers and sensors on winter maintenance vehicles using geographic information systems for spatial analysis. A performance measurement approach ensures that the applications of these data support the real needs of decision makers for evaluating and improving winter maintenance operations. The measures can be directly tied to the business processes and performance of operations. Performance measures and decision support chart representations of the performance measures were identified and refined through a series of meetings with transportation professionals from many levels including a workshop for winter operations engineers, county commissioners, patrol supervisors, program managers, and consultants. This paper presents performance measures for management of winter operations and a series of management decision tools that can be derived from the performance measures. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Decision making KW - Decision support systems KW - Global Positioning System KW - Improvements KW - Maintenance management KW - Performance KW - Sensors KW - Winter maintenance UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661868 ER - TY - CONF AN - 00960082 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Smith, K L AU - Beckemeyer, C A AU - Bourdon, R AU - Myzie, D AU - Transportation Research Board TI - DEVELOPMENT AND APPLICATION OF THE EXPANDED VERSION OF THE FLORIDA MAINTENANCE RATING PROGRAM PY - 2003/07 IS - E-C052 SP - p. 7-20 AB - In October 2001, VMS, Inc., was awarded a 5-year highway asset management contract with the Miami-Dade Expressway (MDX) Authority. The contract calls for the routine maintenance of approximately 32 centerline miles of roadway and associated roadway features on five major expressways in the Miami metropolitan area--State Routes 112, 836, 874, 878, and 924--beginning in July 2002. As part of the MDX project, VMS was asked to monitor and report the quality of its maintenance using an expanded version of the Florida Department of Transportation's maintenance rating program (MRP). Through the work of one of its consultants, VMS replaced the pass-fail field rating approach of the Florida MRP with a 1-to-5 scale field rating system acceptable to the Authority. This expanded MRP applies to the same 36 roadway features included in the Florida MRP, and it likewise produces rolled-up, 0-to-100 scale management-level ratings. Its advantage over the Florida MRP is a more accurate and definitive account of the levels of maintenance quality being provided to each feature. Trial use of the expanded MRP on the MDX project occurred in February 2002, whereby a trained, independent 2-person team evaluated features at 30 randomly selected 0.1-mile roadway segments. A baseline survey to establish the existing condition of the roadway (prior to VMS taking over maintenance responsibilities) was performed in June 2002 and a second formal evaluation was performed in October 2002. This paper discusses the development of the expanded Florida MRP and its implementation and use in VMS's MDX asset management project. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Contracting out KW - Expressways KW - Highway maintenance KW - Implementation KW - Maintenance rating program KW - Miami (Florida) KW - Miami-Dade Expressway Authority KW - Quality control KW - Ratings UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661865 ER - TY - CONF AN - 00960084 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bilotto, L J AU - Transportation Research Board TI - CUSTOMER AND MARKET FOCUS PROCESS PY - 2003/07 IS - E-C052 SP - p. 43-51 AB - Pennsylvania Department of Transportation Engineering District 9 values customer input and believes that customer complaints are opportunities that point out deficiencies in its products, delivery systems, or processes. A District team was tasked with developing a system that captures the customer's thoughts and asks, "What can we do to improve our products and services to exceed or delight the customer?" The new Customer & Market Focus Process is broken down into three parts. The first is a Customer Service Index (CSI) that measures courtesy, responsiveness, effectiveness, knowledge, reliability, and helpfulness. The second portion is another CSI survey measuring the value of a specific product or service to the customers. Finally, the third is a measure of customer dissatisfaction (a ratio of complaints over compliments) for each product and service. This ratio is accomplished using an in-house developed MS Access database application. The Community Link System (CLS) was developed to aggregate all customer contacts (via mail, meeting, phone, email, etc.). The system is used to improve the District's processes associated with repetitive contacts asking for attention concerning one of the products or services. The database captures a variety of location data elements to help identify patterns. This provides an opportunity for repeat complaints to be analyzed to see if there is a process problem with either product or service delivery or the District not being proactive in eliminating the item before it becomes an issue. Finally, the CLS has an audit feature built in, which randomly samples 30% of the complaints received each quarter. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Complaints KW - Compliments KW - Customer satisfaction KW - Customer service KW - Maintenance management KW - Pennsylvania Department of Transportation KW - Service delivery KW - Surveys UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661867 ER - TY - CONF AN - 00960086 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Swenson, A T AU - Transportation Research Board TI - FINANCIAL ASPECTS OF EQUIPMENT ACQUISITION PY - 2003/07 IS - E-C052 SP - p. 71 AB - Selecting the appropriate financial acquisition method can have a dramatic impact on the effectiveness of equipment budgets, total costs of equipment purchases, and fleet upgrade factors. To assist professional fleet managers in making informed decisions, the Transportation Research Board Committee on Equipment Maintenance reviewed many of the popular financial acquisition methods available today for agencies to satisfy the level and duration of equipment needs for key maintenance operations. Before applying any financial acquisition method, it is important to identify the best or appropriate equipment to accomplish the work to be performed, the number of pieces of each required, and the requirement's duration. The results of this equipment need analysis will significantly influence the choice of the best financial acquisition methods for an agency. The financial choices reviewed include closed-end leases, open-end leases, municipal leases, residual value guarantees, short-term rentals, total cost bids, life-cycle cost analysis bid, skip payments, and a multitude of other combinations. All of these different choices and variables were grouped into one of the following categories of equipment acquisition methods: (1) rental; (2) lease; (3) cash purchase; (4) lease purchase; (5) cash purchase with trade or buyback guarantee; (6) any of the five above methods combined with all, some, or one of the following guaranteed costs for (a) repairs, parts, and labor; (b) manufacturer's recommended maintenance; and (c) replacement equipment. These financial choices can be confusing in the aggregate. However, the choices can be simplified by asking the basic question, "Do I want to only pay for the use of the equipment or do I want to pay to own and use the equipment?" U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Budgeting KW - Costs KW - Financing KW - Fleet management KW - Leasing KW - Maintenance equipment KW - Needs assessment KW - Ownership, leasing and rental KW - Purchasing UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661869 ER - TY - CONF AN - 00960083 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Dull, M AU - Lebwohl, A S AU - Transportation Research Board TI - "SO WE'RE A 7.0, BUT WHAT DOES THAT TELL ME?": COLLECTING AND ANALYZING MANAGERIALLY RELEVANT CUSTOMER DATA PY - 2003/07 IS - E-C052 SP - p. 23-42 AB - Despite heightened emphasis on customer input over the past decade, methods for gauging customer perceptions employed by state departments of transportation remain underdeveloped in comparison with market research techniques used across other sectors. Based on a review of current literature, practices across state departments of transportation, and the authors' own experience assessing methods for collecting and analyzing customer data for the Bureau of Highway Operations (BHO) at Wisconsin Department of Transportation, it is argued that many customer survey efforts fail to impact management simply because administrators are not sure specifically what--if anything--they can learn from customer data. While innovative methods offer substantial room for improved data quality, organizations must first carefully evaluate the cost and relative usefulness of data collection methods in light of the organization's priorities. This paper first describes the authors' review of customer data collection techniques identified as part of an effort to improve the value and relevance of customer data for BHO managers. Based on this experience, the authors then sketch a decision framework designed to guide the collection and analysis of useful information on customer priorities and attitudes. Finally, the authors identify and briefly describe a series of implementation steps designed to track the customer data collection and analysis from mapping needs to communicating results. These are as follows: (1) develop a needs matrix; (2) map collection strategy; (3) collect data; (4) analyze data; (5) develop communications strategy; and (6) evaluate needs and review collection strategy. U1 - 10th AASHTO-TRB Maintenance Management ConferenceTransportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Duluth, Minnesota StartDate:20030713 EndDate:20030717 Sponsors:Transportation Research Board; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Customer satisfaction KW - Data collection KW - Decision making KW - Maintenance management KW - Needs assessment KW - State departments of transportation KW - Strategic planning KW - Surveys UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec052.pdf UR - https://trid.trb.org/view/661866 ER - TY - RPRT AN - 00938151 AU - Folliard, K J AU - Thomas, MDA AU - Kurtis, K E AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - GUIDELINES FOR THE USE OF LITHIUM TO MITIGATE OR PREVENT ASR PY - 2003/07 SP - 86 p. AB - Alkali-silica reaction (ASR) is a significant durability problem that has resulted in premature deterioration of various types of concrete structures in the United States and throughout the world. Although several viable methods exist to prevent AST-induced damage in new concrete structures, very few methods mitigate further damage in structures already affected by ASR-induced expansion and cracking. Lithium compounds have been recognized for more than 50 years as effectively preventing expansion due to ASR, and there has been renewed interest in recent years in using lithium compounds as either an admixture in new concrete or as a treatment of existing structures. This report is intended to provide practitioners with the necessary information and guidance to test, specify, and use lithium compounds in new concrete construction, as well as in repair and and service life extension applications. This report first provides a basic overview of ASR, including information on mechanisms, symptoms of ASR damage in field structures, mitigation approaches, test methods, and specifications. A comprehensive summary of lithium compounds is provided next, including information on their production, availability, and use in laboratory concrete studies and field applications (including a range of case studies). Guidelines for using lithium compounds as an admixture in new concrete and for treating existing structures suffering from ASR-induced damage then are presented, including information on how to assess the efficacy of lithium compounds in laboratory tests. Some basic information also is provided on the economics of using lithium both in new concrete and as a treatment for existing structures. Finally, the report provides a summary of conclusions and identifies several technical and practical issues that should be considered for future laboratory studies and field applications. KW - Admixtures KW - Alkali silica reactions KW - Concrete construction KW - Concrete structures KW - Expansion KW - Guidelines KW - Lithium compounds KW - Portland cement concrete KW - Recommendations KW - Repairing KW - Surface treating UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/03047/ UR - https://trid.trb.org/view/730524 ER - TY - RPRT AN - 00984986 AU - McGuckin, N A AU - Srinivasan, N AU - Federal Highway Administration TI - JOURNEY TO WORK IN THE UNITED STATES AND ITS MAJOR METROPOLITAN AREAS -- 1960 - 2000 PY - 2003/06/30 SP - v.p. AB - This report tracks trends in demographics, worker characteristics and journey-to-work commute in the United States and its large Metropolitan Statistical Areas (MSAs). The report is based on data from the decennial census published by the U.S. Census Bureau. Chapters 1 and 2 look at the national trends in terms of population and workforce growth, the change in household structure, and outline some regional and state trends. Chapter 3 examines the demographics of the changes in relation to travel, focusing on the trends within the 49 metropolitan areas (not including San Juan, Puerto Rico) that have over 1,000,000 people in residence as reported in the 2000 Census. Chapter 4 examines the changes in place of work, residence location, and travel time. Chapter 5 looks at means of transportation and Chapter 6 looks at vehicle availability. The profile section includes a map of each of the 49 MSAs followed by a detailed profile sheet. KW - Census KW - Commuters KW - Commuting KW - Demographics KW - Households KW - Labor force KW - Metropolitan areas KW - Metropolitan Statistical Areas KW - Motor vehicles KW - Persons and personal characteristics KW - Population KW - Regions KW - Residential location KW - States KW - Statistics KW - Travel time KW - Trend (Statistics) KW - United States KW - Work trips KW - Worker characteristics UR - https://trid.trb.org/view/748342 ER - TY - RPRT AN - 01470018 AU - Huo, X Sharon AU - Conner, Stewart O AU - Iqbal, Rizwan AU - Federal Highway Administration AU - Tennessee Department of Transportation AU - Tennessee Technological University, Cookeville TI - Re-Examination of the Simplified Method (Henry's Method) of Distribution Factors for Live Load Moment and Shear PY - 2003/06/25/Final Report SP - 254p AB - The Henry’s Equal Distribution Factor (EDF) method is a simplified method for calculating the distribution factor of live load moment and shear. The method has been in use in Tennessee since 1963. This method assumes that all beams, including interior and exterior beams, have equal distribution of live load effects. Parameters in this method are limited to only roadway width, number of girders, and a load intensity factor. Because Henry’s method is less restrictive, it can be applied to different types of superstructures without any difficulty. The main objective of this study was to carefully reexamine the simplified method (Henry’s method) for live load moment and shear distribution factors in highway bridge design. To pursue this objective, a comparison study was conducted to investigate the differences among the distribution factors in actual bridges calculated using Henry’s method, the American Association of State Highway and Transportation Officials (AASHTO) Standard, the AASHTO Load and Resistance Factor Design (LRFD), and finite element analysis (FEA). Twenty-four Tennessee bridges of six different types of superstructures were selected for detailed analysis and comparison. Finite element analysis was pursued to determine the moment and shear distribution factors for each of these bridges. Based on the comparison and evaluation, it was found that the Henry’s distribution factors were in a good agreement with the moment distribution factors obtained from FEA and the LRFD method and were consistently unconservative for shear distribution factors compared to the FEA results. Therefore, modifications to Henry’s method, especially for shear distribution factors, were necessary. Two sets of modification factors were proposed. In the first set, the original structure type multiplier in Henry’s method was expended to more types of superstructures and one single shear factor was introduced. The second set of modification factor included the structure type factors as well as skew angle and span length correction factors to account for the effects of skew angle for skewed bridges and span length for longer span bridges. It was found that, with proper modifications, Henry’s EDF method could produce very reasonable and reliable distribution factors of live load moment and shear. The modified Henry’s method would offer advantages in simplicity, flexibility, reliability and cost savings. KW - AASHTO LRFD Bridge Design Specifications KW - AASHTO Standard Specifications for Highway Bridges KW - Beams KW - Bridge design KW - Bridge superstructures KW - Equal distribution factor method KW - Finite element method KW - Live loads KW - Load transfer KW - Moments (Mechanics) KW - Shear properties KW - Tennessee UR - http://www.tdot.state.tn.us/longrange/reports/RES1218.pdf UR - https://trid.trb.org/view/1237303 ER - TY - ABST AN - 01548866 TI - Hydraulic Loss Coefficients for Culverts AB - Culverts are designed and constructed to be hydraulically efficient, such that they are able to pass flood flows without overtopping the road embankment. In general, culverts designed for hydraulic efficiency cause the flow to contract and accelerate inside of the relatively smooth culvert barrel. Increased velocities can cause increased outlet erosion as well as be a problem for many types of migratory species. In addition to migratory species, resident fish such as juvenile salmon can also be affected by culverts. Juvenile salmon move up and downstream as population pressures and food sources change. If high velocities in culverts provide barriers to this movement, food sources and population may be limited. Other fish species may also be resident and have requirements similar to juvenile salmon or may require upstream movement for spawning (e.g., Arctic Grayling). It is desirable to design and construct some culvert crossings to minimize their impact to the natural environment. Culverts are being designed to maintain natural velocities and minimize turbulence to allow migratory species to pass through the culvert barrel. Such designs may add baffles on the invert, bury the culvert invert, or use bottomless culverts to provide for a natural stream invert. Other designs use larger and wider culverts (i.e., arch, pipe arch, and bottomless shapes) to reduce the amount of contraction and acceleration of the flow. The principles and the methods for hydraulic assessments and design of culvert crossings are inexact and still evolving. Hydraulic loss coefficients and hydraulic equations range from semi-rational to empirical; they are based on laboratory experimentation and are supported by limited prototype testing. Consequently, it is understood that hydraulic analyses and predictions for culverts are approximate and subject to relatively high factors of safety. In order to design culverts that maintain natural velocities and, therefore, minimize impacts to the natural stream environment, designers need hydraulic loss coefficients to be evaluated and made more accurate. Research in the area of culvert hydraulics has centered around concrete box culverts and circular corrugated metal pipe culverts. The hydraulic analyses of these types of culverts is well defined for conventional installations but not for environmentally sensitive and nontraditional culverts. Basic understanding of the hydraulics of culverts and their influences on analysis and predictions is critical in high-risk situations and needs to be enhanced. The objectives of this research are to refine existing hydraulic loss coefficients and to develop new hydraulic loss coefficients for analysis and design of culverts for conventional and nontraditional, environmentally sensitive installations. Specifically, the following need to be developed: (1) Inlet control design curves and outlet control entrance-and exit-loss coefficients for various culvert shapes and end treatments. Each shape should be evaluated for submerged and unsubmerged conditions for the following: (a) lowered culvert inverts (e.g., the invert of a culvert may be lowered by a certain depth below the natural stream flowline to allow for fish passage); (b) multiple circular culverts, resulting in flow split; (c) rehabilitated circular culverts (i.e., relined culverts); and (2) Composite hydraulic loss roughness coefficients for bottomless (i.e., open footing) culverts or culverts with buried bottoms. Coefficients shall be developed for both full and partially-full conditions and shall include various streambed materials for both concrete and metal culverts. KW - Coefficients KW - Culverts KW - Design KW - Embankments KW - Floods KW - Hydraulics KW - Losses UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=404 UR - https://trid.trb.org/view/1336338 ER - TY - ABST AN - 01463134 TI - LRFD Soil-Nailing Design and Construction Specifications AB - The soil-nailing method of earth retention is the preferred retaining wall option for many cut applications. Advantages of soil-nailed retaining structures include cost, speed of construction, construction flexibility, and aesthetics. Federal Highway Administration (FHWA) Demonstration Project No. 103 developed a comprehensive design and construction manual (FHWA Report SA-96-069R; see Special Note C) for temporary and permanent soil-nailed structures. The FHWA soil-nailing manual contains a detailed design protocol for allowable stress design (ASD) and an early, but incomplete, Load and Resistance Factor Design (LRFD) approach. The AASHTO Standard Bridge Specifications, the AASHTO LRFD Bridge Design Specifications and the AASHTO LRFD Bridge Construction Specifications do not provide guidance on design and construction of soil-nailed structures. With the absence of AASHTO specifications, some state departments of transportation (DOTs) are not yet using soil nailed retaining structures. Given the advantages of soil-nailed structures, there is a need to develop standard design and construction specifications for soil-nailed structures for incorporation into the AASHTO LRFD Bridge Design and Construction Specifications. The objective of this research is to develop recommended LRFD design specifications and LRFD construction specifications for soil-nailed retaining structures. KW - Construction KW - Design standards KW - National Cooperative Highway Research Program KW - Research projects KW - Retaining walls KW - Soil nailing KW - Specifications KW - Structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=720 UR - https://trid.trb.org/view/1231359 ER - TY - ABST AN - 01460882 TI - Testing and Calibration Methods for RWIS Sensors AB - The objective of this research is to develop practical guidelines for testing and calibration methods for reliable operation of RWIS sensors in field deployments. Methods for RWIS atmospheric sensors are expected to be available in existing literature and practice; therefore, the substance of this research effort will be the development and testing of methods for RWIS pavement surface and subsurface sensors. These methods should have the potential to be incorporated in performance standards and be used for data quality assurance. (The guidelines shall be produced using dual units, U.S. customary units and metric [S.I.]. The primary measurement will reflect prevailing practice in the subject area.) KW - Calibration KW - Deployment KW - Field tests KW - Guidelines KW - National Cooperative Highway Research Program KW - Pavements KW - Research projects KW - Road weather information systems KW - Sensors KW - Subsurface drainage KW - Surface course (Pavements) KW - Testing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=882 UR - https://trid.trb.org/view/1229100 ER - TY - RPRT AN - 00962192 AU - Sicking, D L AU - Reid, J D AU - Polivka, K A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEFLECTION LIMITS FOR TEMPORARY CONCRETE BARRIERS (REVISED) PY - 2003/06/18 SP - 20 p. AB - Whenever a traffic control plan is developed that utilizes temporary barriers, it is important to define acceptable barrier deflection criteria. However, the acceptable deflection criteria can be expected to vary, depending on the application. When temporary concrete barriers are used on the edge of a bridge, the risk of the entire line of barriers falling off of the deck requires that deflection limits be selected to preclude such behavior in almost all impact scenarios. Hence, it is recommended that at the edge of a bridge deck, design deflection limits should be selected to contain more than 95% of all crashes. In all other barrier applications, the consequences of a barrier exceeding the design deflection criteria are not severe. In these situations, a more modest deflection limit criterion based on an 85th percentile impact condition is more appropriate. Previous crash testing according to NCHRP Report No. 350 has shown that most temporary barrier systems have produced large lateral deflections, high vehicle climb, and high roll angles when subjected to such an extreme impact. However, it is generally accepted that the Test Level 3 (TL-3) strength test with a 3/4-ton pickup truck represents an extreme impact severity that is infrequently encountered in real world accidents. Additional crash tests could be conducted to determine the deflection of temporary barriers at reduced impact condition but the cost would be extremely high. Therefore, computer simulation was used to estimate the deflection of barriers impacted under the 85th percentile impact conditions. Finally, recommendations were made pertaining to the two different design deflection limits that should be used for the Iowa temporary concrete barrier. KW - Barriers (Roads) KW - Bridges KW - Compliance KW - Concrete KW - Deflection KW - Impact tests KW - NCHRP Report 350 KW - Pickup trucks KW - Portable equipment KW - Recommendations KW - Simulation KW - Temporary barriers KW - Temporary structures KW - Work zones UR - https://trid.trb.org/view/660613 ER - TY - ABST AN - 01460862 TI - Using Surface Energy Measurements to Select Materials for Asphalt Pavements AB - The objective of this study is to develop and conduct limited validation of surface energy measurement methodology for characterization of aggregates, asphalt binders, and additives. The expectation is that this methodology will ultimately be used as a tool for routine screening and selection of materials for optimum performance of asphalt pavements. KW - Additives KW - Aggregates KW - Asphalt pavements KW - Binders KW - Methodology KW - National Cooperative Highway Research Program KW - Research projects KW - Surface energy UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=971 UR - https://trid.trb.org/view/1229080 ER - TY - JOUR AN - 00962912 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Shinozuka, M AU - Feng, M Q AU - Kim, H Y AU - Uzawa, T AU - Ueda, T AU - Multidisciplinary Center for Earthquake Engineering Research AU - University of Southern California, Los Angeles AU - Federal Highway Administration TI - STATISTICAL ANALYSIS OF FRAGILITY CURVES PY - 2003/06/16 SP - 191 p. AB - This report presents methods of bridge fragility curve development on the basis of statistical analysis. Both empirical and analytical fragility curves are considered. The empirical fragility curves are developed utilizing bridge damage data obtained from past earthquakes, particularly the 1994 Northridge and 1995 Hyogo-ken Nanbu (Kobe) earthquakes. Analytical fragility curves are constructed for typical bridges in the Memphis, Tennessee area utilizing nonlinear dynamic analysis. Two-parameter lognormal distribution functions are used to represent the fragility curves. These two parameters (referred to as fragility parameters) are estimated by two distinct methods. The first method is more traditional and uses the maximum likelihood procedure treating each event of bridge damage as a realization from a Bernoulli experiment. The second method is unique in that it permits simultaneous estimation of the fragility parameters of the family of fragility curves, each representing a particular state of damage, associated with a population of bridges. The method still utilizes the maximum likelihood procedure, however, each event of bridge damage is treated as a realization from a multi-outcome Bernoulli type experiment. These two methods of parameter estimation are used for each of the populations of bridges inspected for damage after the Northridge and Kobe earthquakes and with numerically simulated damage for the population of typical Memphis area bridges. Corresponding to these two methods of estimation, this report introduces statistical procedures for testing goodness of fit of the fragility curves and of estimating the confidence intervals of the fragility parameters. Some preliminary evaluations are made on the significance of the fragility curves developed as a function of ground intensity measures other than PGA. Furthermore, applications of fragility curves in the seismic performance estimation of expressway network systems are demonstrated. Exploratory research was performed to compare the empirical and analytical fragility curves developed in the major part of this report with those constructed utilizing the nonlinear static method currently promoted by the profession in conjunction with performance-based structural design. The conceptual and theoretical treatment discussed herein is believed to provide a theoretical basis and practical analytical tools for the development of fragility curves, and their application in the assessment of seismic performance of expressway network systems. KW - Bridges KW - Earthquake resistant design KW - Fragility curves KW - Hyogoken-Nanbu Earthquake (Japan) KW - Loss and damage KW - Mathematical prediction KW - Northridge Earthquake, January 17, 1994 KW - Statistical analysis UR - https://trid.trb.org/view/663883 ER - TY - RPRT AN - 00975053 AU - American Coal Ash Association AU - Federal Highway Administration TI - FLY ASH FACTS FOR HIGHWAY ENGINEERS PY - 2003/06/13 SP - 76 p. AB - Coal fly ash is a coal combustion product that has numerous applications in highway construction. Since the first edition of "Fly Ash Facts for Highway Engineers" in 1986, the use of fly ash in highway construction has increased and new applications have been developed. This document provides basic technical information about the various uses of fly ash in highway construction that advances its use in ways that are technically sound, commercially competitive and environmentally safe. KW - Coal KW - Combustion KW - Fly ash KW - Highway engineering KW - Paving materials KW - Resource development and utilization KW - Road construction KW - Technical reports KW - Waste products UR - http://www.fhwa.dot.gov/pavement/fafacts.pdf UR - http://www.fhwa.dot.gov/Pavement/recycling/fafacts.pdf UR - https://trid.trb.org/view/698329 ER - TY - RPRT AN - 00970446 AU - BREWER, A AU - Schuman, R AU - Schuerger, J AU - Florida Department of Transportation AU - Federal Highway Administration TI - SURFACE TRANSPORTATION SECURITY AND RELIABILITY INFORMATION SYSTEM MODEL DEPLOYMENT: IFLORIDA PROJECT WORK PLAN PY - 2003/06/13 SP - 90 p. AB - The Florida Department of Transportation began design of a Surface Transportation Security and Reliability Information System Model Deployment in May 2003. This model deployment focuses on enhancing the security and reliability of the surface transportation system through the widespread availability of real-time information. The model deployment will examine how security and reliability can be improved under several situations or scenarios. The Final Work Plan was developed to guide the overall sequence of activities and management approach for the model deployment. It identifies all of the organizations involved in the model deployment as well as contractual and other working arrangements in them. It addresses systems engineering and software acquisition practices to be followed and includes a project schedule of all model deployment tasks. KW - Florida KW - Ground transportation KW - Intelligent transportation systems KW - Management KW - Model deployment KW - Real time information KW - Reliability KW - Security KW - Software KW - Systems engineering UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13838.html UR - https://trid.trb.org/view/696482 ER - TY - ABST AN - 01464875 TI - LTPP Analysis Task Order: Integrating Condition Measurement Variability in Network Pavement Management Systems AB - The objective of this research project are to: (1) Review the results of current research. (2) Develop a statement of variability, precision and bias for each of the condition assessments (surface distress, friction, deflection, and profile) found in the LTPP database. (3) Develop guidelines for defining measurements required to compare performance of different pavements based on the level of variability anticipated in the condition data collected. (4) Results should be of the format that can be included as a module in an existing National Highway Institute (NHI) course. And can be used by State DOT pavement management and data collection engineers to determine the value of various distress items that are collected and used in network level analysis. KW - Databases KW - Deflection KW - Friction KW - Network analysis (Planning) KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Research projects UR - http://www.fhwa.dot.gov/pavement/ltpp/index.cfm UR - https://trid.trb.org/view/1233108 ER - TY - ABST AN - 01460883 TI - Guidelines for the Selection of Snow and Ice Control Materials To Mitigate Environmental Impacts AB - The objective of this project is to develop guidelines for selection of snow and ice control chemicals and abrasives, based on their constituents, performance, environmental impacts, cost, and site-specific conditions. For the purpose of this study, environmental impacts include effects on human health; aquatic life; flora and fauna; surface-water and groundwater quality; air quality; vehicles; and physical infrastructure including bridges, pavements, railway electronic signaling systems, and power distribution lines. KW - Chemicals KW - Chemicals KW - Cost effectiveness KW - Environmental impacts KW - Groundwater KW - Ice KW - National Cooperative Highway Research Program KW - Research projects KW - Roadside flora and fauna KW - Snow and ice control KW - Surfaces KW - Water UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=883 UR - https://trid.trb.org/view/1229101 ER - TY - ABST AN - 01460853 TI - Methodology to Predict the Safety Performance of Urban and Suburban Arterials AB - The objective of this project is to develop a methodology that predicts the safety performance of the various elements (e.g., lane width, shoulder width, use of curbs) considered in planning, design, and operation of non-limited-access urban and suburban arterials. KW - Arterial highways KW - Lane lines KW - National Cooperative Highway Research Program KW - Research projects KW - Safety KW - Shoulder KW - Suburbs KW - Urban highways KW - Width KW - Width UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=452 UR - https://trid.trb.org/view/1229071 ER - TY - RPRT AN - 00962905 AU - Clarke, D B AU - Sarasua, W A AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - FATAL CRASHES ON RURAL SECONDARY HIGHWAYS PY - 2003/06/02 SP - 103 p. AB - Traffic crash statistics indicate that the eight southeastern states (Alabama, Mississippi, Georgia, Florida, South Carolina, North Carolina, Tennessee, and Kentucky) consistently have higher numbers and rates of fatal motor vehicle crashes than the national averages. Under the auspices of the Federal Highway Administration, these southeastern states are conducting a pooled fund study to investigate the overrepresentation of crashes in the region. This study is being coordinated by the Georgia Institute of Technology (Georgia Tech), with universities in each of the other states serving in a supporting role. This report addresses South Carolina's portion of the study, as performed by a Clemson University research team. The principal objectives of this research were to obtain for the South Carolina Department of Transportation a set of data records for randomly selected fatal crashes on rural South Carolina two-lane roads, evaluate these data, and ascertain how the safety of these roads might be improved by specific crash countermeasures. A comprehensive data set was collected for 157 randomly selected fatal crashes. These crashes resulted in 176 deaths, with an average number of fatalities per crash of 1.12. Injuries were sustained by an additional 95 persons. Of the crashes, 61% involved a single vehicle, and 65% of the involved vehicles had a single occupant. Intersection locations accounted for 51% of the total crashes. After completing the data collection process, Clemson performed an analysis of the sample crash data to predict the reduction in fatalities for selected countermeasures. The research team employed a process called the Bayesian Statistical Analysis Framework (B-SAF). This approach, developed by Georgia Tech, involves the use of Bayesian statistics to develop crash reduction factors (CRFs) for a specific countermeasure. The study results appear to provide a reasonable indication of the effectiveness and potential value of the selected set of countermeasures. Estimated societal benefits of the countermeasures, based upon the study methodology and assumptions, ranged from $0 to $846.5 million, assuming complete prevention of each crash. It is apparent that some countermeasures have a high payoff potential within the state. Others appear to have little overall impact. The analysis should help policy makers to direct safety funds towards countermeasures having a high payoff potential. KW - Benefits KW - Countermeasures KW - Crash reduction factors KW - Fatalities KW - Intersections KW - Rural highways KW - Single vehicle crashes KW - South Carolina KW - Traffic crashes KW - Two lane highways UR - https://trid.trb.org/view/660932 ER - TY - RPRT AN - 01469544 AU - Trost, Steven M AU - Strategic Solutions AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Evaluation of Percent Within Limits Specifications PY - 2003/06//Final Report SP - 123p AB - In 1996, the Oklahoma Department of Transportation (ODOT) drafted a set of special provisions to address the quality control and quality assurance (QC/QA) of new asphalt concrete (AC) pavements, portland cement concrete (PCC) pavements, and concrete bridge decks using "Percent-within-Limits" (PWL) specifications. Those QC/QA special provisions have never been implemented by ODOT. However, in 1998, the Oklahoma Transportation Authority (OTA) adapted the AC and PCC versions of those special provisions for use on over $150 million worth of turnpike paving projects. In 2002, as the final OTA projects were nearing completion, ODOT commissioned this study to evaluate the implementation of OTA's QC/QA PWL specifications. The aim of the study was to address the following broad objectives: 1. Provide a means for objective assessment by ODOT of the implementation of percent-within-limits specifications. 2. Investigate alternatives for dealing with quality characteristics having non-normal distributions. 3. Investigate alternatives for limiting contractor exposure under percent-within-limits specifications due to variability in test methods and procedures. 4. Identify suitable adjustments to percent-within-limits specification limits for various quality characteristics. 5. Provide guidelines and recommendations concerning statistical methods for quality assurance testing. In addition to the above objectives, the following key conclusions are discussed: 1. Overall, the contractors' processes demonstrated high capability with respect to the specified quality levels. 2. Greater emphasis is needed on statistical process control. 3. Non-normality was present, but not a significant problem. 4. Testing precision throughout the industry appears marginal at best-across-the-board improvements are needed. 5. Minor changes to the specification limits are recommended. KW - Construction management KW - Oklahoma KW - Paving KW - Percent within limits KW - Quality assurance KW - Quality control KW - Specifications KW - Statistical quality control UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/eval-pwl2003.pdf UR - https://trid.trb.org/view/1237873 ER - TY - RPRT AN - 01453844 AU - Labi, Samuel AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - The Effectiveness of Maintenance and Its Impact on Capital Expenditures PY - 2003/06//Final Report SP - 476p AB - With ever increasing traffic loadings, highway pavement maintenance needs continue to outpace the availability of resources, and transportation agencies seek cost-effective maintenance practices. This study investigated the effectiveness of maintenance treatments in the short-term and the cost effectiveness of maintenance strategies over entire pavement life. The study also analyzed the relationships and trade-offs between maintenance and capital investments such as pavement rehabilitation, and the trade-offs between preventive and corrective maintenance. These analyses were carried out through a work sequence that included analyses of historical trends, literature review, and a questionnaire survey. The study found that there are significant benefits associated with maintenance treatments, and that such short-term impacts generally involve an increase in pavement condition or a decrease in the rate of deterioration. For most treatments, a greater benefit is generally obtained for a larger effort expended on the maintenance treatment, at a given level of pavement condition, up to a point. The study also found that if chosen appropriately, maintenance strategies could be cost-effective in the long run. The most cost effective strategy was determined for each pavement family. Finally, the study determined that trade-off relationships exist between intervals of capital investments on one hand, and maintenance, traffic loading, and weather on the other hand: up to a point, increasing maintenance leads to increased rehabilitation interval, while increasing traffic loads and weather severity leads to reduction in rehabilitation interval, albeit at different rates for each pavement family. Marginal effects models were used to determine the effect of unit changes in maintenance levels, traffic loading, and weather on changes in rehabilitation interval. This information is useful not only for pavement management, but also for policy analyses involving truck weights, and pavement repair needs assessment to reflect changing traffic and weather conditions in the long-term. The data for the study was supplied by the Indiana Department of Transportation. KW - Capital expenditures KW - Life cycle analysis KW - Pavement maintenance KW - Pavements KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Traffic loads UR - http://dx.doi.org/10.5703/1288284313331 UR - https://trid.trb.org/view/1218844 ER - TY - RPRT AN - 01386271 AU - Miller, J S AU - Bellinger, W Y AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Distress identification manual for the long-term pavement performance program PY - 2003/06//4th revised ed IS - FHWA-RD-03-031 SP - 154p AB - The manual provides a common language for describing cracks, potholes, rutting spalling, and other pavement distresses. KW - Concrete pavement KW - Concrete pavements KW - Cracking KW - Cracking KW - Data collection KW - Data collection KW - Deterioration KW - Deterioration KW - Measurement KW - Measurement KW - Pavement evaluation KW - Pavement performance KW - Pavement performance KW - Pavements KW - Rutting KW - Rutting KW - Tests for suitability, service and quality UR - http://www.fhwa.dot.gov/Pavement/pub_details.cfm?id=91 UR - https://trid.trb.org/view/1154032 ER - TY - RPRT AN - 01349549 AU - Sprinkel, Michael M AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - Evaluation of Corrosion Inhibitors for Concrete Bridge Deck Patches and Overlays PY - 2003/06//Final Report SP - 36p AB - This report presents the results to date of a national pooled fund study initiated in August 1996 to evaluate the long-term performance of bridges and outdoor exposure slabs damaged by chloride-induced corrosion that have concrete containing corrosion inhibiting admixtures and that had topical applications of inhibitors prior to being patched and overlaid. The study includes 156 exposure slabs, 4 bridge decks with overlays, and 1 patched bridge substructure. A total of 136 exposure slabs were constructed to simulate overlay and patch repairs, and 20 full-depth slabs were constructed to simulate new construction. Each repaired slab was constructed with one of four levels of chloride to cause corrosion. The new slabs were ponded to cause corrosion. Previous reports provide details on the construction and initial condition of the exposure slabs and the construction and initial condition of the repaired bridges. The results presented here are based on quarterly nondestructive measurements between September 1997 and June 2001, visual inspections of the exposure slabs, and tensile bond test results and visual inspections of reinforcement removed from the exposure slabs that were patched and overlaid. Overlays cracked and delaminated on exposure slabs that were fabricated with 15 lb/yd3 of chloride ion because of corrosion of the top mat of reinforcement. There was no difference in the performance of overlays constructed with and without inhibitors and topical treatments. Overlays and patches with and without inhibitor treatments placed on and in slabs with 3, 6, and 10 lb/yd3 of chloride are performing satisfactorily. However, results do not show reductions in the tendency for corrosion that can be attributed to the inhibitors. Overlays and patches with and without inhibitor treatments on and in the five bridges indicate mixed results. Corrosion is occurring in the majority of the repairs done with and without inhibitor treatments. The corrosion-inhibiting treatments do not seem to be reducing corrosion in the bridges and, in fact, may be increasing corrosion. It is not obvious that corrosion is occurring in the full-depth slabs constructed with and without inhibitors to represent new construction. The slabs do not show signs of corrosion induced cracking after 5 years of ponding. Topical applications of inhibitors did not affect the bond strength of the overlays. Overlays containing Rheocrete 222+ and 7 percent silica fume had lower bond strengths. Overlays on base concretes with the higher chloride content had lower bond strengths. In summary, this project does not show any benefit from the use of the corrosion inhibiting admixtures and the topical applications made to the chloride-contaminated concrete surfaces prior to placement of the patches and overlays. Additional years of monitoring of the exposure slabs and bridges may provide useful results. KW - Bridge decks KW - Bridge substructures KW - Chlorides KW - Concrete overlays KW - Corrosion KW - Corrosion resistant materials KW - Nondestructive tests KW - Patching UR - http://ntl.bts.gov/lib/37000/37100/37139/03-r14.pdf UR - https://trid.trb.org/view/1107899 ER - TY - RPRT AN - 01160035 AU - Szary, Patrick AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - A Challenge Grant - Bicycle Safety Training Using Advanced Web-Based Distant Learning Tools PY - 2003/06//Final Report SP - 30p AB - The New Jersey Department of Transportation (NJDOT) Research Division wanted to develop, implement, and maintain an advanced bicycle-safety training course for elementary school students. The system integrated the latest distant learning tools, specifically interactive evaluation and testing capabilities. The goal was to deliver a complete bicycle-safety training system on a CD-ROM, which used advanced multi-media features such as video, animation and smart traffic templates to test and evaluate a student’s knowledge of the course’s content. This document outlines the requirements for a CD-Rom based Multimedia Course on Bicycle Safety, sponsored by NJDOT and developed by Rutgers' Center for Advanced Infrastructure and Transportation (CAIT) and Advanced Technology Concepts (ATC) of Hoboken, New Jersey. KW - Bicycle safety KW - CD-ROM KW - Distance learning KW - Education and training KW - Elementary school students KW - Multimedia KW - Web based training UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-006.pdf UR - https://trid.trb.org/view/920564 ER - TY - RPRT AN - 01158151 AU - Cherry, Krystyna AU - New Mexico Department of Transportation AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Integrated Noxious Weed Management: New Mexico PY - 2003/06 SP - 58p AB - The 1942-45 introduction of phenoxy herbicides offered selective weed control with limited manpower and resources. Entrepreneurs identified the profit incentive and created a demand for an increasing number of specific weed control chemicals. As a result an imbalanced weed management system was created. Agriculture and roadside weed management became dependent upon chemicals. A change in environmental legislation and public concern regarding the effects of chemicals has resulted in the development of a more diverse system of weed control: Integrated Weed Management. This report summarizes Integrated Weed Management as a primary means of minimizing the use of chemicals and determines methods available for control of noxious weeds. The study included online literature searches and telephone interviews to identify model programs and best practices in other states. KW - Best practices KW - Chemicals KW - Environmental impacts KW - Interviewing KW - Literature reviews KW - New Mexico KW - Weed control UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM02ENV02IntegratedNoxiousWeedMgmtNM2003.pdf UR - https://trid.trb.org/view/918659 ER - TY - RPRT AN - 01118664 AU - Kay, Stratford H AU - North Carolina State University, Raleigh AU - Research and Special Programs Administration AU - Federal Highway Administration TI - Evaluation of Herbicides and Application Timing for Control of Japanese Knotweed PY - 2003/06//Final Report SP - 19p AB - Testing was conducted from fall 2001 through spring 2003 to evaluate the efficacy of several herbicides, timing of application (foliar vs. dormant), and an alternative application method (Burch Wet Blade) for control of Japanese knotweed along highway rights-of-way. Foliar treatments with glyphosate (Rodeo) in late spring, fall, or in the fall following a single spring mowing did not produce apparent kill in the season in which it was applied but essentially no greenup of treated plants occurred in the following spring. Triclopyr amine (Garlon 3A) gave rapid top kill of leaves and stems within a week or two, which persisted until the end of the growing season. When evaluated during the following spring, there was no evidence in the triclopyr plots that any treatment had occurred; triclopyr-treated plots all were green and healthy. Clopyralid (Transline) and dicamba DGA (Vanquish) caused minor, but temporary leaf curling and slight discoloration; metsulfuron methyl (Escort) produced essentially no visible symptoms. All plots treated with clopyralid, dicamba DGA, or metsulfuron-methyl were green and healthy the following spring. Combinations (tank mixing) of herbicides did not improve knotweed control. When glyphosate was combined with triclopyr amine, control was poorer than with glyphosate alone. This suggested possible interference of triclopyr amine with glyphosate. Glyphosate (Rodeo) was applied at 0.5 to 2 gal/acre, with a retreatment of half of each plot in the summer. At the end of the growing season, only minor yellowing of leaves was apparent, in spite of the treatment rate or whether or not re-treatment occurred. In the spring, there was essentially complete kill in all but the 0.5 gal/acre treatments, and there were no obvious differences between areas receiving a single treatment vs. two treatments. Preliminary evaluation of triclopyr ester (Garlon 4) and imazapyr (Arsenal) were conducted at two sites at the fall treatment dates. Garlon 4 did not produce any obvious kill that carried over into the following growing season. There was slight, but not acceptable reduction in the following spring of shoot heights of knotweed that had received fall treatment with imazapyr. The use of the Burch Wet Blade to apply glyphosate (Rodeo), triclopyr amine (Garlon 3A), or imazapyr (Arsenal) in the summer did not produce any lasting effects on the knotweed. Substantial regrowth occurred throughout all of the treated plots by the following spring. KW - Evaluation KW - Herbicides KW - Vegetation control UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-18FinalReport.pdf UR - https://trid.trb.org/view/877816 ER - TY - RPRT AN - 01105028 AU - Federal Highway Administration TI - Toll Facilities in the United States: Bridges - Roads - Tunnels - Ferries. June 2003 PY - 2003/06 SP - 42p AB - The first section of this report presents a discussion of the history and current policy regarding toll roads in the United States. The second section contains selected information on toll facilities in the United States that has been provided to FHWA by the States and/or various toll authorities. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 2003. Tables T-1 and T-2 include, where known: The direction of toll collection; The type of electronic toll collection system, if available; Whether the facility is part of the National Highway System (NHS). Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Parts 1 and 3 include the Interstate System route numbers for toll facilities located on the Dwight D. Eisenhower National System of Interstate and Defense Highways; Parts 2 and 4 include a functional system identification code for non-Interstate System toll bridges, roads, and tunnels; Part 5 includes vehicular toll ferries. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. KW - Automated toll collection KW - Ferries KW - History KW - Policy KW - Toll bridges KW - Toll facilities KW - Toll operating authorities KW - Toll roads KW - Toll tunnels KW - United States UR - http://ntl.bts.gov/lib/21000/21900/21906/toll03.pdf UR - https://trid.trb.org/view/863923 ER - TY - RPRT AN - 01102076 AU - Federal Highway Administration TI - US 31 improvement project (I-465 to SR38), Hamilton County : environmental impact statement PY - 2003/06//Volumes held: Draft, Supplement to the draft KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/862037 ER - TY - RPRT AN - 01099505 AU - Kowlsky, Mervyn J AU - Wing, Mickey AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Analysis of an Instrumented Jointless Bridge PY - 2003/06//Final Report SP - 111p AB - Through the use of remote data acquisition, the behavior of an instrumented jointless bridge is explored. The bridge structure, located in Haywood County North Carolina, was recently rehabilitated by the North Carolina Department of Transportation. As part of the rehabilitation, the superstructure was widened and a joint-less link-slab deck employed. The goals of the research are to validate analysis and design assumptions, investigate limit-states design methods, and develop a strategy and guide for long-term monitoring of jointless link-slab bridges. KW - Bridge decks KW - Bridge design KW - Bridge members KW - Bridge superstructures KW - Jointless bridges KW - Monitoring KW - North Carolina KW - Rehabilitation (Maintenance) KW - Slabs KW - Validation UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2001-01FinalReport.pdf UR - https://trid.trb.org/view/859121 ER - TY - RPRT AN - 01074636 AU - Federal Highway Administration TI - Route location and right-of-way preservation for a new multi-modal transportation facility in the Winchester to Temecula Corridor in the County of Riverside : environmental impact statement PY - 2003/06//Volumes held: Draft, F(3v) (v.1 in 2 pts, v.3 in 3 pts) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/834030 ER - TY - RPRT AN - 01074282 AU - Federal Highway Administration TI - Pennsylvania Turnpike/ Interstate 95 interchange project : environmental impact statement PY - 2003/06//Volumes held: Draft(folio), Final(folio) KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/833676 ER - TY - RPRT AN - 01042077 AU - Szary, Patrick AU - Maher, Ali AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - NJDOT Companion Manual to the 1993 AASHTO Guide for the Design of Pavement Structures PY - 2003/06//Final Report SP - 48p AB - The New Jersey Department of Transportation (NJDOT) Research Division wanted to develop and implement an interactive CD-ROM as a New Jersey-specific companion manual to the 1993 American Association of State Highway and Transportation Officials (AASHTO) Guide for Design of Pavement Structures. The research team developed a framework for the companion manual that met New Jersey Department of Transportation's (NJDOT’s) requirements. The manual chapters, sections, and procedures were set-up similar to those in the 1993 AASHTO Guide for Design of Pavement Structures, to allow for easy referencing. New Jersey-specific values for parameters needed in the structural analysis and design of pavements were added and identified. This document outlines the requirements for a CD-ROM based Multimedia Companion to the 1993 AASHTO Guide for Design of Pavement Structures, sponsored by NJDOT and developed by Rutgers CAIT, AID Inc. and ATC Brunswick. KW - American Association of State Highway and Transportation Officials KW - CD-ROM KW - Manuals KW - New Jersey KW - Pavement design KW - Pavement structure KW - Pavements KW - Procedures KW - Structural analysis UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-007.pdf UR - https://trid.trb.org/view/798574 ER - TY - RPRT AN - 01029046 AU - Richardson, Curtis J AU - Flanagan, Neal A AU - King, Ryan S AU - Duke University Wetland Center AU - Research and Special Programs Administration AU - Federal Highway Administration TI - Functional Assessment of the Effects of Highway Construction on Coastal North Carolina Wetlands: Comparison of Effects Before and After Construction-Phase II (Construction) PY - 2003/06//Final Report SP - 66p AB - A major challenge in environmental monitoring is differentiating of true impacts from changes due to natural variation or cycles in ecosystem function. In our study the use of the Before After Control Impact (BACI) sampling design has allowed for discrimination of construction impact from natural variation. Impacts have been detected in salinity, sediment accretion, dissolved oxygen, phosphorus concentration, macrophyte community composition, and algal productivity as well as macroinvertebrates and fish. These changes are likely the result of construction of the highway bypass of Jacksonville, North Carolina. It is impossible to say whether these impacts will prove to be short-term or persist beyond the completion of the highway since data collection after construction was discontinued due to a lack of funding. It appears the impacts resulting from the construction phase increased rates of runoff from the watershed due to road clearing, and impeded fluxes of water from floods and importantly from tides due to the presence of temporary culverts at the site. Changes in soil surface elevation due to sediment displacement during road fill placement, and increased sediment flux from road fill and clearing also occurred. These impacts should be temporary, and the system may return to its normal state after several growing seasons, provided sediment and nutrient changes do not remain altered. Of concern, however, is the impact of reduced salinity on the long-term biota of Wilson Creek. Unfortunately, the study has not been continued so it is impossible at this stage to assess the recovery of the site and determine if the biota have returned to conditions near the reference conditions. Fortunately, the design of the study will allow for a follow up study to assess recovery. KW - Algae KW - Before and after studies KW - Biota KW - Culverts KW - Data collection KW - Ecosystems KW - Environmental impacts KW - Fishes KW - Jacksonville (North Carolina) KW - Macroinvertebrates KW - Oxygen KW - Phosphorus KW - Road construction KW - Runoff KW - Salinity KW - Sampling design KW - Sediments KW - Watersheds KW - Wetlands UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/Final_Report_1999-07.pdf UR - https://trid.trb.org/view/783383 ER - TY - RPRT AN - 01025727 AU - De Groot, Phillip H AU - Schluchter, S Shirly AU - Menoes, Michael C AU - Althausen, Norm AU - Water Resources and Coastal Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Quantifying the Effects of Highway Construction on the Peak Rate and Volume of Storm Water Runoff in Rural and Moderately Urbanized Watersheds PY - 2003/06//Final Report SP - 164p AB - To determine the effects of highway construction on the timing and quantity of storm water runoff, three hydrologic models using SWMM4.4h were developed. The first type of hydrologic model was developed to simulate the storm water runoff from an existing highway within a moderately urbanized watershed. This hydrologic model was calibrated using recorded precipitation and stream flow data. The second type of hydrologic model was developed to simulate the storm water runoff from an existing watershed which was completely rural. This hydrologic model was calibrated using recorded precipitation and stream flow data. After calibration, the construction of a highway was simulated. The third type of hydrologic model used a hypothetical watershed having typical transverse watershed slopes and channel bottom slopes found in Ohio. The construction of various highway configurations within the hypothetical watersheds was then simulated. For existing highways where storm water management was not done as part of the original construction, a hydrologic model could be developed to estimate what effect the highway has had on the hydrologic response of the watershed. For proposed highways, a hydrologic model can be developed to predict what effect the highway will have on the hydrologic response so that appropriate storm water management can be done. The feature of SWMM4.4h which allows the simulation of runoff on consecutive overland flow planes was a key tool in the analysis. KW - Hydrologic models KW - Ohio KW - Precipitation (Meteorology) KW - Quantifying KW - Road construction KW - Runoff KW - Rural areas KW - Simulation KW - Storm water management KW - Streamflow KW - Transverse slope KW - Urban areas KW - Watersheds UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A53120882 UR - https://trid.trb.org/view/782362 ER - TY - RPRT AN - 01025721 AU - Rajagopal, Arudi S AU - Minkarah, Issam A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Crack Sealing on Pavement Serviceability and Life PY - 2003/06//Final Report SP - 93p AB - This report presents details of a study conducted by the University of Cincinnati (UC) to 'design a project to statistically verify the effectiveness of Ohio Department of Transportation’s (ODOT's) current crack sealing program on pavement condition and life'. The UC researchers have worked closely with the ODOT engineers for two years (2000 to 2002) and have established a field experiment. The experimental plan has been carefully designed to obtain statistically valid conclusions. The design of experiment included several tasks, namely, identification of experimental variables, determining sample size required, defining a measure of effectiveness, selection of test sections, conducting field studies, determining type and frequency of data to be collected, and developing a database. In this study, the effectiveness of crack sealing of flexible and composite pavements will be determined through a series of well controlled field evaluations conducted over a period of nearly ten years. Based on an evaluation of crack sealing practices in Ohio, a review of published literature, and a discussion with ODOT’s engineers, the primary design factors selected for the field experiment were pavement type, type of aggregate in the surface layer and Pavement Condition Rating (PCR) level. In addition, environmental conditions, functional classification, crack sealing material type and placement procedures were considered as secondary variables. Pavement condition data were and are still being collected on all test sections prior to crack sealing and at regular intervals after crack sealing. In addition, the International Roughness Index (IRI) and Skid data are also being compiled using ODOT’s inventory. An interactive database has been developed to assist the ODOT in (i) data gathering, (ii) data storing, (iii) data processing, and (iv) data analysis. This database termed ODOT - ECS (Ohio Department of Transportation - Database to Evaluate Crack Sealing Practices in Ohio) is a comprehensive MS Windows based software developed in MS Visual Basic and MS Access. The data collected would be used by the ODOT to address the following specific issues: (i) Do existing crack sealing practices within ODOT enhance pavement performance?, (ii) Are crack sealing practices cost beneficial?, and (iii) What is the optimum timing for treatment? KW - Composite pavements KW - Cost effectiveness KW - Crack sealing KW - Databases KW - Environmental impacts KW - Field studies KW - Flexible pavements KW - Information processing KW - International Roughness Index KW - Literature reviews KW - Ohio Department of Transportation KW - Pavement condition rating KW - Pavement performance KW - Service life KW - Serviceability KW - Surface course (Pavements) KW - Test sections UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2003/Pavements/14738-FR.pdf UR - http://ntl.bts.gov/lib/43000/43000/43075/134364_FR.pdf UR - https://trid.trb.org/view/781717 ER - TY - RPRT AN - 01000952 AU - Thompson, M K AU - Younger, M J AU - Jirsa, James O AU - Breen, J E AU - Klingner, R E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Anchorage of Headed Reinforcement in CCT Nodes PY - 2003/06 SP - 160p AB - The behavior of headed reinforcement in concrete was studied using full-scale tests of compression-compression-tension (CCT) nodes. The mechanics of the anchorage behavior were observed and recorded to evaluate the manner in which the capacity of a headed bar is developed. The measured data were used to evaluate existing models of headed reinforcement anchorage as well as the ultimate limit state for anchored bars in CCT nodes. Observations from the CCT node tests provided information on the stages of truss development in a simple strut-and-tie model as well as the stress state of the concrete in the node and adjacent struts. Observations of headed bar anchorage have shown that the final anchorage capacity consists of peak head bearing and reduced bond. A model for anchorage capacity was produced based on this concept. KW - Anchorage capacity KW - Anchorages KW - Headed reinforcement KW - Reinforced concrete KW - Reinforcing bars KW - Strut and tie method KW - Trusses UR - https://trid.trb.org/view/756708 ER - TY - RPRT AN - 00986026 AU - Guthrie, W S AU - Scullion, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTERLABORATORY STUDY OF THE TUBE SUCTION TEST PY - 2003/06 SP - 46 p. AB - The Tube Suction Test (TST) was developed in a cooperative effort between the Finnish National Road Administration and the Texas Transportation Institute for assessing the moisture susceptibility of granular base materials. The moisture susceptibility ranking is based on the mean surface dielectric value of compacted specimens after a 10-day capillary soak in the laboratory, where the Adek Percometer (Trademark) is employed in the test to measure the dielectric values of specimens. Based on promising correlations of test results to important engineering properties of aggregates, this project was initiated by the Texas Department of Transportation (TxDOT) to conduct an interlaboratory study aimed at developing a standard test procedure and a precision statement for the TST. The project involved six TxDOT district laboratories geographically distributed across the state. The repeatability limits computed from data obtained in this project compared well with those repeatability limits calculated from data collected in earlier research, which were also used to demonstrate that the repeatability limits are proportional to the final dielectric value. The reproducibility limits obtained in this project exceeded the repeatability limits by factors as high as four and were the motivation for further testing. Relative humidity was shown to have major impacts on the final dielectric values of specimens tested in the TST, and the protocol was subsequently revised to require capillary soaking inside a closed ice chest. However, inconsistencies between different Percometer (Trademark) devices may also have been the source of the poor reproducibility observed in the study. This report provides background information about the development of the TST, presents the details of the interlaboratory study, summarizes findings, and offers recommendations for further work. KW - Aggregates KW - Dielectric properties KW - Granular bases KW - Humidity KW - Interlaboratory studies KW - Laboratory studies KW - Moisture susceptibility KW - Repeatability KW - Reproducibility KW - Tube suction test UR - https://trid.trb.org/view/748021 ER - TY - RPRT AN - 00974929 AU - Allen, D L AU - Schultz, D B AU - Fleckenstein, L J AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - DEVELOPMENT AND PROPOSED IMPLEMENTATION OF A FIELD PERMEABILITY TEST FOR ASPHALT CONCRETE PY - 2003/06 SP - 98 p. AB - The objectives of this study were as follows: 1) To review research performed by others and determine the state-of-the-art of field permeability measurements; 2) To review current laboratory permeability testing devices and their testing procedures for accuracy; 3) To develop a rapid and repeatable field test for measuring permeability of asphalt mixtures and aggregate bases or accept an already existing method; 4) To correlate this device with known laboratory testing procedures; 5) To determine if a correlation exists between field permeability and other measurable pavement parameters; 6) To define acceptable permeability rates for asphalt mixtures and aggregate base courses; and 7) To develop a quality control/quality assurance (QC/QA) specification and procedure for application in construction practices. An air-induced field permeameter (AIP) was developed and was correlated with a water permeameter developed by the National Center for Asphalt Technology (NCAT). An attempt was also made to correlate the device with a laboratory permeameter developed by the Florida Department of Transportation, but the attempt was not considered successful. The AIP was tested on 12 construction projects in Kentucky. KW - Air-induced permeameter KW - Asphalt concrete pavements KW - Asphalt mixtures KW - Base course (Pavements) KW - Correlation analysis KW - Field tests KW - Laboratory tests KW - Literature reviews KW - Measuring instruments KW - Permeability KW - Permeameters KW - Quality assurance KW - Quality control KW - Specifications KW - State of the art KW - Test procedures KW - Water permeameter UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_19_SPR216_00_1F.pdf UR - https://trid.trb.org/view/698280 ER - TY - RPRT AN - 00974248 AU - Pellinen, T K AU - Chou, S-F AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF INDOT CONSTRUCTION SMOOTHNESS SPECIFICATIONS PY - 2003/06 SP - 202 p. AB - Currently, Indiana Department of Transportation (INDOT) is using the California Profilograph as the standard measuring device in its smoothness specifications. The output derived from the profilograph is called Profile Index (PI). PI represents the total accumulated deviations of the profilograph output traces beyond a tolerance zone (blanking band). At present, INDOT is using 0.2-in. blanking band to evaluate the profile traces, which has raised some concerns because some small unpleasant surface irregularities are covered by the blanking band. The major objective of this study was to develop a rational method for interpreting profilograph traces using 0.0-in. blanking band (zero tolerance) method and to establish corresponding pavement smoothness specifications. The secondary objective was to develop/adopt an automated system for the pavement profile analysis from printed profilograph traces. The study was divided into two parts. In the first part (synthesis study), a literature review was conducted to obtain information on smoothness specifications, smoothness measuring devices, and indices. Profilograph traces from several completed paving projects were analyzed using 0.2-in. and 0.0-in. blanking bands to develop a manual reduction procedure for the 0.0-in. blanking band Profile Index. In the second part of the project, new PI0.0 construction smoothness specifications were developed by converting current PI0.2 smoothness specifications to the new PI0.0 specifications using developed conversion models. The converted PI0.0 specifications were then compared with the current Kansas DOT (KDOT) and other PI0.0 specifications. A partial verification of the converted PI0.0 specification was done by calculating pay factors for several recently completed paving projects measured using the California profilograph. Measurement results were reduced manually and automatically by the Proscan system, which includes a scanner and analysis program to reduce printed traces. It has been developed by Kansas State University and currently KDOT is using it in their construction quality assurance (QA) procedures. The Proscan system showed excellent repeatability, and it saved a considerable amount of time compared to the manual trace reduction. It is therefore recommended that INDOT use the Proscan system in their construction QA operations. The converted PI0.0 specifications were also modified to comply with the Proscan reduction results. KW - Blanking band KW - Indiana KW - Literature reviews KW - Pay factors KW - Profilographs KW - Quality assurance KW - Road construction KW - Smoothness KW - Specifications UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1556&context=jtrp UR - https://trid.trb.org/view/698016 ER - TY - RPRT AN - 00974242 AU - McDaniel, R S AU - Coree, B J AU - Purdue University AU - Purdue University/Indiana Department of Transportation JHRP AU - Federal Highway Administration TI - IDENTIFICATION OF LABORATORY TECHNIQUES TO OPTIMIZE SUPERPAVE HMA SURFACE FRICTION CHARACTERISTICS PY - 2003/06 SP - 35 p. AB - This report summarizes an investigation into various options for polishing, testing and analyzing pavement surface frictional properties in the laboratory. Devices were sought that could assess the effects of both microtexture and macrotexture of hot mix asphalt (HMA) surfaces in the laboratory and the field. The investigation consisted of a detailed literature review and consultations with users of existing devices for polishing and testing pavement materials. The recommended devices include the Dynamic Friction Tester (DFT) and the Circular Texture Meter (CTM). This study is the first phase of a planned three-phase research program to examine the frictional characteristics of Superpave HMA mixtures. A plan for continuing with Phase II of the project, using the recommended devices and funded by the Indiana and Iowa Departments of Transportation, is also outlined. KW - Asphalt mixtures KW - Friction KW - Hot mix asphalt KW - Laboratory tests KW - Literature reviews KW - Macrotexture KW - Microtexture KW - Superpave KW - Surface course (Pavements) KW - Testing equipment UR - http://ntl.bts.gov/lib/24000/24600/24637/index.html UR - https://trid.trb.org/view/698010 ER - TY - RPRT AN - 00974186 AU - Pant, P D AU - Rajagopal, A S AU - Cheng, Y J AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - RATIONAL SCHEDULE OF BASE ACCIDENT RATES FOR RURAL HIGHWAYS IN OHIO (PHASE II) PY - 2003/06 SP - 187 p. AB - A "base accident rate", also known as "expected value", allows safety engineers or planners to objectively determine whether an accident pattern at a study location is significantly higher than the same accident pattern at other locations with similar geometric, traffic, and environmental factors. This study was conducted to develop base accident rates for rural highways at non-intersections in Ohio using all the available data from the Ohio Department of Transportation's database. Using a random sampling technique, 30% of the data for each of the 12 districts was extracted and a comprehensive database was created for each district. Then, the highway sections were generally divided into uniform segments of length 0.25 mile. For each highway segment, population density data within one-mile radius was generated. Additional data, namely, number of residential and business driveways, number of passing zones, horizontal and vertical curves, and guardrail length were manually recorded using photolog discs. A master database was created for each district using the above-mentioned data. The base accident rates were developed for ten accident types, namely, (i) Total accidents, (ii) Injury accidents, (iii) Property Damage Only accidents, (iv) Fixed-Object accidents, (v) Sideswipe accidents, (vi) Rear-End accidents, (vii) Left-Turn accidents, (viii) Right-Angle accidents, (ix) Wet Pavement accidents, and (x) Night accidents. Fourteen independent variables were used in the development of the base rates. Automatic Interaction Detection (AID) technique was used to evaluate the complex interaction between the dependent and independent variables. The AID technique assisted in identifying a set of independent variables that have significant relationship with each dependent variable. Based on the results of this study, it is recommended that accident density (and not accident rate) be considered as the primary unit for accident analysis for non-intersections. It is recommended that the means and standard deviations for each accident type as provided in the report be used as a method for calculating base accident densities/rates for the individual districts as well as for the entire State. It is also recommended that the regression equations developed for the individual districts and the whole State be used as an additional tool for estimating base accident densities/rates for each accident type on rural non-intersections in Ohio. An additional work completed in this project was the new and upgraded version of the knowledge-based expert system called RITA (Rural Highway Safety Advisor) that codifies within its knowledge base the procedures, techniques and rules of thumb (heuristic) involved in the process of conducting highway safety analysis for non-intersections, signalized intersections and non-signalized intersections that commonly exist in the rural highways in Ohio. The results of the base accident rate study and RITA are amenable for immediate implementation. KW - Accident density KW - Analysis KW - Crash rates KW - Crash types KW - Databases KW - Expert systems KW - Highway safety KW - Non-intersections KW - Ohio KW - Population density KW - Random sampling KW - Rural highways KW - Variables UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51461984 UR - https://trid.trb.org/view/697957 ER - TY - RPRT AN - 00974187 AU - Pant, P D AU - Cheng, Y J AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - RITA: RURAL HIGHWAY SAFETY ADVISER, USER'S MANUAL PY - 2003/06 SP - 83 p. AB - RITA (Rural Highway Safety Advisor) is an advisory knowledge-based expert system which codifies within its knowledge the procedures, techniques, and rules of thumb (heuristic) involved in the process of conducting highway safety analysis for intersections and highway segments that commonly exist in the rural highway system of Ohio. The expert system can be used to analyze safety problems at (a) non-intersections, (b) signalized intersections, and (c) unsignalized intersections. RITA can be installed on any PC with an extended memory of 64 MB. This report is the User's Manual for RITA. KW - Analysis KW - Computer program documentation KW - Expert systems KW - Highway safety KW - Non-intersections KW - Ohio KW - Rural highways KW - Signalized intersections KW - Unsignalized intersections UR - https://trid.trb.org/view/697958 ER - TY - RPRT AN - 00972228 AU - Cable, J K AU - Porter, M L AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - DEMONSTRATION AND FIELD EVALUATION OF ALTERNATIVE PORTLAND CEMENT CONCRETE PAVEMENT REINFORCEMENT MATERIALS PY - 2003/06 SP - 72 p. AB - Transverse joints are placed in portland cement concrete pavements to control the development of random cracking due to stresses induced by moisture and thermal gradients and restrained slab movement. These joints are strengthened through the use of load transfer devices, typically dowel bars, designed to transfer load across the joint from one pavement slab to the next. Epoxy coated steel bars are the materials of choice at the present time, but have experienced some difficulties with resistance to corrosion from deicing salts. The research project investigated the use of alternative materials, dowel size and spacing to determine the benefits and limitations of each material. In this project two types of fiber composite materials, stainless steel solid dowels and epoxy coated dowels were tested for five years in side by side installation in a portion of U.S. 65 near Des Moines, Iowa, between 1997 and 2002. The work was directed at analyzing the load transfer characteristics of 8-in. vs. 12-in. spacing of the dowels and the alternative dowel materials, fiber composite (1.5- and 1.88-in. diameter) and stainless steel (1.5-in. diameter), compared to typical 1.5-in. diameter epoxy-coated steel dowels placed on 12-in. spacing. Data were collected biannually within each series of joints and variables in terms of load transfer in each lane (outer wheel path), visual distress, joint openings, and faulting in each wheel path. After five years of performance the following observations were made from the data collected. Each of the dowel materials is performing equally in terms of load transfer, joint movement and faulting. Stainless steel dowels are providing load transfer performance equal to or greater than epoxy-coated steel dowels at the end of five years. Fiber reinforced polymer (FRP) dowels of the sizes and materials tested should be spaced no greater than 8 in. apart to achieve comparable performance to epoxy coated dowels. No evidence of deterioration due to road salts was identified on any of the products tested. The relatively high cost of stainless steel solid and FRP dowels was a limitation at the time of this study conclusion. Work is continuing with the subject materials in laboratory studies to determine the proper shape, spacing, chemical composition and testing specification to make the FRP and stainless (clad or solid) dowels a viable alternative joint load transfer material for long lasting portland cement concrete pavements. KW - Concrete pavements KW - Costs KW - Demonstration projects KW - Epoxy coatings KW - Fiber reinforced plastics KW - Field tests KW - Joint faulting KW - Joint movement KW - Load transfer KW - Performance KW - Reinforcing bars KW - Reinforcing steel KW - Size KW - Spacing KW - Stainless steel KW - Transverse joints UR - http://publications.iowa.gov/id/eprint/19892 UR - https://trid.trb.org/view/697061 ER - TY - RPRT AN - 00972204 AU - Martin, P T AU - Perrin, J AU - Coleman, B AU - University of Utah, Salt Lake City AU - Utah Department of Transportation AU - Federal Highway Administration TI - ADVERSE VISIBILITY INFORMATION SYSTEM EVALUATION (ADVISE): INTERSTATE 215 FOG WARNING SYSTEM PY - 2003/06 SP - 142 p. AB - The purpose of the Adverse Visibility Information System Evaluation (ADVISE) was to evaluate a real-time, motorist warning system. In response to this, the Utah Department of Transportation Research Division managed a project to develop, deploy and evaluate a fog warning system on Interstate 215 south of Salt Lake City, Utah. One of the objectives of the study was to determine if a speed advisory reduced the mean speeds and/or the variability in speeds between vehicles during low visibility fog events. The conclusion of this study was that a fog warning system appears to be most influential on exceptionally slow moving vehicles/drivers, which after seeing the messages displayed by electronic signs, increase speeds to the predominant traffic flow speed. The use of a speed advisory was considered successful because it reduced the variability between vehicle speeds, a leading cause of incidents. KW - Fog KW - Speed KW - Speed advisory KW - Speed variability KW - Variable message signs KW - Visibility KW - Warning systems UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=12705 UR - https://trid.trb.org/view/697036 ER - TY - RPRT AN - 00970623 AU - Chavez, CIM AU - McCullough, B F AU - Dossey, T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF DATA COLLECTION AND SUPPLEMENTARY TASKS CONDUCTED FOR THE TEXAS RIGID PAVEMENT DATABASE PY - 2003/06 SP - 96 p. AB - This report describes the latest developments and activities related to the Rigid Pavement Database (RPDB) Project. The report is organized in five chapters that describe different tasks that have been and are being pursued at the present time. Chapter 1 provides an introduction. Chapter 2 describes the field data that have been collected and the districts that have been visited. Chapter 3 focuses on the evaluation of two pavement sections constructed in Houston, Texas, in 1964, where two different coarse aggregate materials were used. Chapter 4 contains a description of new tasks that have been conducted to improve and enrich the information contained in the database. Chapter 5 contains the general conclusions of the activities performed for the RPDB, achieved improvements, and recommendations for future endeavors. KW - Data collection KW - Databases KW - Houston (Texas) KW - Recommendations KW - Rigid pavements KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/1778_4.pdf UR - https://trid.trb.org/view/696595 ER - TY - RPRT AN - 00969872 AU - Freeman, T J AU - Ragsdale, J E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF CERTIFICATION EQUIPMENT FOR TXDOT AUTOMATED PAVEMENT DISTRESS EQUIPMENT PY - 2003/06 SP - 46 p. AB - This project provides the basis and direction for developing equipment to evaluate potential automated pavement distress data collection equipment for use in the Texas Department of Transportation's Pavement Management Information System (PMIS). Researchers discuss a variety of options for evaluating automated equipment and present the development of a prototype device, including results from some initial testing. KW - Automatic data collection systems KW - Certification KW - Evaluation and assessment KW - Pavement distress KW - Pavement management systems KW - Prototypes KW - Testing equipment UR - https://trid.trb.org/view/680932 ER - TY - RPRT AN - 00969770 AU - Baggett, S A AU - Quantec, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - HIGHWAY FACILITIES FOR AN AGING ARIZONA POPULATION PY - 2003/06 SP - 90 p. AB - The purpose of this research project is threefold: to examine the current knowledge of state-of-the-art highway design practices aimed at increasing the safety of older drivers; to assess the crash and fatality data for older drivers in Arizona; and to survey older adults regarding their perceptions of Arizona's roadways and possible needs for enhancement. Older adults increasingly make up a larger part of the driving population. Age related declines and complications from medical conditions put older drivers at higher risk of collision, and when in collision, of a fatal injury. Changes in visual acuity, cognition, use of certain medications, and functional impairment may contribute to reduced driving ability. In Arizona it was found that, like older adults nationwide, older drivers were more likely to have angle and left-turn collisions, to be in collisions involving intersections and junctions, at signalized and unsignalized left-turn intersections, and in daylight hours. Older adults surveyed rated driving at night as very difficult, followed by driving on a freeway and identifying street names, feel improvement could be made to lettering for roadway signs, intersection markings and signals, and support increasing the availability of sidewalks. Survey respondents most frequently rated larger and better-illuminated traffic signs as the most helpful design improvement that could be implemented and most frequently rated special senior driver testing programs as the most effective screening and assessment option. It is recommended that Arizona use locations identified in this study as having high rates of collisions involving older adults to develop test sites for roadway improvements. It is also recommended that the state begin to review its screening, assessment and education for older drivers with the intent of developing a more stringent screening and assessment process and develop and implement self-testing for older adults to support improved driving safety. KW - Aged drivers KW - Arizona KW - Cognition KW - Crash rates KW - Crash types KW - Daylight KW - Driving tests KW - Fatalities KW - Freeways KW - High risk locations KW - Highway design KW - Highway safety KW - Improvements KW - Intersections KW - Left turns KW - Medication KW - Night KW - Physical condition KW - Physical fitness KW - Recommendations KW - Road markings KW - Self evaluation KW - Sidewalks KW - Surveys KW - Traffic signs KW - Vision UR - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/1223/rec/3 UR - http://ntl.bts.gov/lib/24000/24600/24605/AZ486.pdf UR - https://trid.trb.org/view/680641 ER - TY - RPRT AN - 00968573 AU - De Groot, P H AU - Schluchter, S S AU - Menoes, M AU - Althausen, N AU - Water Resources and Coastal Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - QUANTIFYING THE EFFECTS OF HIGHWAY CONSTRUCTION ON THE PEAK RATE AND VOLUME OF STORM WATER RUNOFF IN RURAL AND MODERATELY URBANIZED WATERSHEDS PY - 2003/06 SP - 164 p. AB - To determine the effects of highway construction on the timing and quantity of storm water runoff, three hydrologic models using SWMM4.4h were developed. The first type of hydrologic model was developed to simulate the storm water runoff from an existing highway within a moderately urbanized watershed. This hydrologic model was calibrated using recorded precipitation and stream flow data. The second type of hydrologic model was developed to simulate the storm water runoff from an existing watershed which was completely rural. This hydrologic model was calibrated using recorded precipitation and stream flow data. After calibration, the construction of a highway was simulated. The third type of hydrologic model used a hypothetical watershed having typical transverse watershed slopes and channel bottom slopes found in Ohio. The construction of various highway configurations within the hypothetical watersheds was then simulated. For existing highways where storm water management was not done as part of the original construction, a hydrologic model could be developed to estimate what effect the highway has had on the hydrologic response of the watershed. For proposed highways, a hydrologic model can be developed to predict what effect the highway will have on the hydrologic response so that appropriate storm water management could be done. The feature of SWMM4.4h which allows the simulation of runoff on consecutive overland flow planes was a key tool in the analysis. KW - Hydrology KW - Impacts KW - Ohio KW - Road construction KW - Runoff KW - Rural areas KW - Simulation KW - Storm water management KW - Storms KW - SWMM4.4h (Computer program) KW - Urban areas KW - Watersheds UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A53120882 UR - https://trid.trb.org/view/679608 ER - TY - RPRT AN - 00968569 AU - Van Echo, T A AU - Hall, C K AU - Daniels, J J AU - BBC&M Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR GEOPHYSICAL INVESTIGATIONS OF MINES UNDER HIGHWAYS: MINE RESEARCH PROJECT GUE 70-14.10 PY - 2003/06 SP - 26 p. AB - It is estimated that approximately 8,500 abandoned underground mines are present in Ohio and mine-related subsidence has been a problem dating back to the 1920s. Many investigative methods have been utilized with varying degrees of success in an attempt to characterize the mines and the stratigraphy above the mined intervals. The primary objective of the research was to provide an overview of and guidelines for the implementation of geophysical investigations of sites where highways are constructed above mines. The geophysical methods tested as part of the project included: surface seismic reflection; spectral analysis of surface seismic waves; cross-hole seismic measurements; surface ground penetrating radar (GPR); side-looking GPR; cross-hole GPR; resistivity; and borehole geophysical logging. Based on the work completed, it is believed that surface GPR, resistivity, surface seismic reflection using shear waves, geophysical logging, and cross-hole GPR can be valuable supplements to the investigation of mines beneath highways. It is noted that abandoned mine sites cannot be fully characterized by use of geophysical methods alone. The characterization and evaluation should also include: a review of available data; a site reconnaissance by personnel familiar with mine subsidence; site characterization by drilling and sampling; and, intrusive investigation of specific areas of high concern. Furthermore, interpretation of geophysical data is an iterative process between the drilling program and the geophysical investigations. The drilling data improves the interpretation of the geophysical data, and the improved interpretation should be applied to re-direct the drilling program. KW - Boreholes KW - Drilling KW - Geophysical prospecting KW - Ground penetrating radar KW - Guernsey County (Ohio) KW - Interstate highways KW - Mines KW - Reconnaissance KW - Resistivity method KW - Sampling KW - Seismic prospecting KW - Spectral analysis of surface waves KW - Subsidence (Geology) KW - Surveying UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2003/Geotechnical/45041-Phase%203-FR.pdf UR - http://www.dot.state.oh.us/research/2003/Geotechnical/45041-Phase%203-FR.pdf UR - https://trid.trb.org/view/679595 ER - TY - RPRT AN - 00968568 AU - Van Echo, T A AU - Hall, C K AU - Daniels, J J AU - BBC&M Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - SITE INVESTIGATION REPORT: MINE RESEARCH PROJECT GUE 70-14.10, GUERNSEY COUNTY, OHIO PY - 2003/06 SP - 1432 p. AB - Geophysical investigative techniques can be a valuable supplement to standard subsurface investigations for the evaluation of abandoned underground coal mine workings and their potential impacts at the ground surface. The GUE 70-14.10 Mine Research Project is the investigation of a 2,100-foot-long section of Interstate Route 70 in Guernsey County, Ohio. Portions of the highway were damaged as a result of mine subsidence. The damaged areas and other mined areas beneath the highway were remediated in 1995 by placement of grout in the abandoned mine workings beneath the roadway. The intent of the research was to evaluate the effectiveness of investigative techniques at identifying subsurface conditions impacted by past mining activities. The work included the evaluation of geophysical, geotechnical, and hydrogeologic investigative methods in a highway setting typical of the eastern Ohio coal mine region. The geophysical methods evaluated included: surface ground penetrating radar (GPR); side looking GPR; cross-hole GPR; surface seismic methods; cross-hole seismic methods; resistivity; and geophysical borehole logging. KW - Boreholes KW - Geophysical prospecting KW - Geotechnical engineering KW - Ground penetrating radar KW - Guernsey County (Ohio) KW - Hydrogeology KW - Interstate highways KW - Mines KW - Resistivity method KW - Seismic prospecting KW - Subsidence (Geology) UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2003/Geotechnical/45041-Phase%202-FR.pdf UR - http://www.dot.state.oh.us/research/2003/Geotechnical/45041-Phase%202-FR.pdf UR - https://trid.trb.org/view/679592 ER - TY - RPRT AN - 00964820 AU - Miller, J S AU - Bellinger, W Y AU - Federal Highway Administration TI - DISTRESS IDENTIFICATION MANUAL FOR THE LONG-TERM PAVEMENT PERFORMANCE PROGRAM (FOURTH REVISED EDITION) PY - 2003/06 SP - 169 p. AB - Accurate, consistent, and repeatable distress evaluation surveys can be performed by using the "Distress Identification Manual for the Long-Term Pavement Performance Program." Color photographs and drawings illustrate the distresses found in three basic pavement types: asphalt concrete surfaces; jointed (plain and reinforced) portland cement concrete; and continuously reinforced concrete. Drawings of the distress types provide a reference to assess their severity. Methods for measuring the size of distresses and for assigning severity levels are given. The manual also describes how to conduct the distress survey, from obtaining traffic control to measuring the cracks in the pavement. Sample forms for recording and reporting the data are included. The manual also tells how to calibrate and operate fault measurement devices. KW - Accuracy KW - Asphalt concrete pavements KW - Calibration KW - Concrete pavements KW - Condition surveys KW - Continuously reinforced concrete pavements KW - Drawings KW - Long-Term Pavement Performance Program KW - Manuals KW - Measuring instruments KW - Pavement distress KW - Pavement performance KW - Photographs KW - Repeatability KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03031/03031.pdf UR - https://trid.trb.org/view/661541 ER - TY - RPRT AN - 00964796 AU - Huebschman, C R AU - Garcia, C AU - Bullock, D M AU - ABRAHAM, D M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION WORK ZONE SAFETY PY - 2003/06 SP - 269 p. AB - The need of maintaining safety of motorists and workers during periods of construction activities on interstates has prompted the Indiana Department of Transportation (INDOT) to initiate a study aimed at improving the safety in work zones on rural interstates. The two main objectives of the project are 1) determine if active warning devices or improved signing have an impact in work zone safety and 2) determine if it is appropriate to consider temporary roads and bridges during construction activity on interstates in an effort to maintain two lanes open at all times. This report describes the methods used to meet the objectives set forth by INDOT. The report has been subdivided into four major parts. A review of current work zone practices was conducted in neighboring states and abroad, and is presented in the first part of the report. The second part of the report contains an evaluation of several traffic management technologies that are currently available for interstate work zones. The goal of the evaluation was to determine the benefit INDOT would gain from using a technology of this type. The third part of the report presents the experimentation and testing conducted during the research project. This part discusses the accident data evaluation conducted in several interstate work zone projects in the state of Indiana. This portion of the report also presents the description of the test pilot project that included the deployment and evaluation of a series of fixed signs in conjunction with variable message signs in the I-65/US-30 reconstruction project near Merrillville, Indiana. The fourth part of the report covers the evaluation conducted to determine the feasibility of maintaining two lanes open at all times during work zones on interstates. An economic model was developed to provide INDOT with a preliminary tool for deciding if two lanes open should be maintained in a particular project. Along with the model is a case study that provides INDOT with an example of the staging required to complete the highway project in several seasons. KW - Case studies KW - Economic models KW - Feasibility analysis KW - Highway capacity KW - Highway maintenance KW - Indiana KW - Interstate highways KW - Reconstruction KW - Rural areas KW - Temporary structures KW - Traffic signs KW - Variable message signs KW - Warning devices KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1514&context=jtrp UR - https://trid.trb.org/view/661528 ER - TY - RPRT AN - 00964797 AU - Mongeau, L AU - Bolton, J S AU - Suh, S AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF NOVEL ACOUSTIC BARRIER CONCEPTS, PHASE I: CONCEPT DEVELOPMENT AND PRELIMINARY EVALUATION PY - 2003/06 SP - 111 p. AB - This study is a continuation of a previous research project (SPR-2418) to confirm the findings related to the sound absorptive treatment on an acoustic barrier through a more rigorous study and to apply the design concept to a realistic situation. A comparison was made between barriers that incorporated sound absorptive treatments and barriers with T-shaped tops. The results confirmed that a sound absorptive treatment near the barrier edge resulted in a performance improvement over corresponding rigid barriers. A design optimization study of the most effective shape of acoustic treatments concluded that a circular shape works best. The performance of two different acoustical materials was also compared. Use of fiberglass resulted in better performance in the high frequency region, while polyolefin foam with closed cells achieved a relatively large insertion loss at low frequencies. Efforts were made to develop a numerical predictive model. The boundary element method was used to model the infinite size surrounding fluid effectively. The disadvantage of the boundary element model is the calculation load associated with the large number of elements required for high frequency analysis. A mesh optimization procedure was successfully implemented in the boundary element model to reduce the calculation time while satisfying the tolerances for analysis accuracy at each analysis frequency. Octave band averaging was also adapted to facilitate the comparison between the numerical results and experimental data. It was found that the results from the boundary element model agree relatively well with the experimental results up to 6300 Hz at selected locations. The insertion loss distribution proved the numerical model's capability of reproducing the rather complicated interference pattern on the receiver plane correctly at one-third octave band frequencies from 1000 Hz to 6300 Hz. Spatial-averaged insertion losses over different size receiver planes showed that the numerical model was less reliable when the averaging was done close to the ground level. Preliminary measurements for an actual, real-size barrier were performed in South Bend, Indiana, to identify a measurement location that can be used to verify the effectiveness of the proposed add-on device. The add-on device was designed based on laboratory experiments and numerical studies, and was proven to be effective in a realistic highway environment. The Federal Highway Administration Traffic Noise Model was exercised for the comparison of the measurements. On-site measurements were performed to evaluate the absorptive treatment. Application of the treatment over a limited (6 m) region improved the performance of the barrier by 2 to 5 dB at the frequencies from 2000 Hz to 5000 Hz. KW - Boundary element method KW - Circular shape KW - Design KW - Fiberglass KW - Improvements KW - Indiana KW - Insertion loss KW - Mathematical models KW - Noise barriers KW - Optimization KW - Performance KW - Polyolefin foam KW - Sound insulating materials UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1606&context=jtrp UR - https://trid.trb.org/view/661529 ER - TY - RPRT AN - 00962921 AU - Grace, N F AU - Lawrence Technological University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FRP COMPOSITE PRESTRESSING STRANDS PY - 2003/06 SP - 270 p. AB - The experimental evaluation of the carbon fiber reinforced polymer (CFRP) stirrup strengths, bond strength of CFRP bars, transfer lengths of CFRP tendons, and shear and flexural responses of CFRP reinforced and prestressed concrete box beams is presented. The shear and flexural design approaches are recommended. In addition, empirical stirrup strength design equations are proposed. This report consists of 6 chapters as follows: (1) Introduction; (2) Literature Review; (3) Experimental Program; (4) Results and Discussion; (5) Design Guidelines and Examples; and (6) Conclusions and Recommendations. KW - Bond strength (Materials) KW - Box beams KW - Carbon fibers KW - Composite materials KW - Design KW - Equations KW - Fiber reinforced plastics KW - Guidelines KW - Literature reviews KW - Prestressing strands KW - Recommendations KW - Stirrups KW - Strength of materials KW - Tendons (Materials) KW - Transfer length UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A53078020 UR - https://trid.trb.org/view/660948 ER - TY - RPRT AN - 00962916 AU - Wiles, P B AU - Cooner, S A AU - Walters, C H AU - Pultorak, E J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ADVANCE WARNING OF STOPPED TRAFFIC ON FREEWAYS: CURRENT PRACTICES AND FIELD STUDIES OF QUEUE PROPAGATION SPEEDS PY - 2003/06 SP - 144 p. AB - A major safety concern on freeways is traffic flowing at normal speed encountering unexpected slow or stopped traffic. Traffic can be queued due to recurrent congestion, work zones, or collisions and/or other incidents. Drivers encountering queues are often faced with rapidly changing conditions in terms of queue length, sight distance to the end-of-queue, terrain, and available warning devices for traffic control. The rear-end collision is the most common type of multi-vehicle freeway collision, often due to slow/stopped traffic on the main lanes. This report summarizes the first year of this effort, which was to conduct the literature review, to determine current practices for advance warning for stopped traffic, to observe field locations with traffic stopped due to various congestion conditions, and to determine advance warning techniques applicable to Texas. In the observational field studies, researchers found instances of sustained, repetitive, and excessive queue propagation speeds. Additionally, in many instances, multiple lanes were impacted. Urban commuters, although generally aware of conditions encountered in their daily travels, might still be surprised by sudden and extensive queues. Unfamiliar drivers might experience conditions that tax their ability to respond without incident. All drivers are particularly vulnerable when geometric conditions unfavorably coincide with queue buildup. Queue warning systems, in order to be effective, should be installed in consideration of rapidly fluctuating queues. This axiom means that warning signs placed too close to queue tails might be overrun, with the possibility of drivers encountering the queue before seeing the sign. Warning signs placed too far from the queue, if the downstream location of the queue is mentioned, can become inaccurate between the time drivers view the sign and encounter the queue. Conditions change too quickly for human operators to handle appropriate warning sign adjustments, necessitating an automated system for real-time adjustment of queue position. Geolocated queues, for which drivers are advised of the distance to the queue tail, require multiple detection stations and warning sign locations. Many factors remain to be addressed in future research; however, observations conducted in this project can provide guidance to those testing and implementing and operating systems for advance warning of slow/stopped traffic on freeways. KW - Field studies KW - Freeways KW - Literature reviews KW - Multiple vehicle crashes KW - Rear end crashes KW - Stopped traffic KW - Texas KW - Traffic congestion KW - Traffic crashes KW - Traffic incidents KW - Traffic queuing KW - Warning signs KW - Warning systems KW - Work zones UR - https://trid.trb.org/view/660944 ER - TY - RPRT AN - 00962885 AU - Crabtree, J D AU - Walton, J R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS STATEWIDE ARCHITECTURE PY - 2003/06 SP - 160 p. AB - This report describes the development of Kentucky's Statewide Intelligent Transportation Systems (ITS) Architecture. The process began with the development of an ITS Strategic Plan in 1997-2000. A Business Plan, developed in 2000-2001, translated the goals of the Strategic Plan into specific project recommendations. To develop the Statewide Architecture, the project team first inventoried all existing and planned ITS projects in the state. A project architecture was developed for each identified project, and these project architectures were then merged to form the Statewide Architecture. This report describes the background work that set the stage for the architecture, the actual architecture development process, and some of the key issues and challenges faced during the development. In addition, this report provides a description of the actual deliverables that resulted from the architecture development. KW - Intelligent transportation systems KW - Kentucky KW - Strategic planning KW - System architecture UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_08_SPR_188_98_2F.pdf UR - https://trid.trb.org/view/660911 ER - TY - RPRT AN - 00962848 AU - Harlow, C AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - DEVELOPMENT OF AN AIRCRAFT OPERATION CLASSIFICATION SYSTEM FOR LOUISIANA'S AIRPORTS PY - 2003/06 SP - 63 p. AB - In this project the development and deployment of systems measuring aircraft activity at airports is considered. This includes determining the type of aircraft and the type of aircraft activity. The type of aircraft is basic such as helicopter, single engine, multiengine, and jet aircraft. The different aircraft activities at airports include take-offs, landings, touch and go and low approach. Accurate counts of aircraft operations are important because the number and types of aircraft operations are related to airport planning and operation. The objective of this project was to investigate the feasibility of developing an automatic aircraft operation monitoring system. This involved investigating candidate technologies and developing a prototype system for monitoring aircraft operations. In large airports with control tower operations, one can readily determine aircraft operations because the towers are always manned and logs are kept of all operations. This is not true at smaller and rural airports that may be only manned during certain hours. Some of the issues involved in deploying technologies for monitoring aircraft operations include: the system must be cost-effective, reliable and portable, must operate self-contained in the field for two weeks, and must be acceptable at airports. KW - Aircraft operations KW - Classification KW - Equipment KW - General aviation airports KW - Louisiana KW - Monitoring KW - Prototypes KW - Software KW - Types of aircraft UR - http://www.ltrc.lsu.edu/pdf/343.pdf UR - https://trid.trb.org/view/660875 ER - TY - RPRT AN - 00962810 AU - GangaRao, H V S AU - Burdine, E B AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - STIFFENING OF STEEL STRINGER BRIDGES USING CARBON FIBER REINFORCED POLYMERS (SECOND REVISION) PY - 2003/06 SP - 154 p. AB - The process of stiffening steel stringer-concrete deck bridges with a carbon fiber reinforced polymer (CFRP) cover plate was evaluated in this investigation. A carbon composite plate was adhered to the tension side of a steel stringer to form the hybrid component studied herein. An accelerated aging method was developed to evaluate the loss in material and component mechanical properties. A static evaluation of coupon samples was performed to establish the strength and stiffness of the CFRP material. Reductions in mechanical properties after accelerated environmental conditioning were established. The test matrix for the hybrid beams included the use of two structural adhesives for bonding, acrylic versus epoxy; two reinforcement lengths, 2/3 and 1/2 the span length; and two connection types, bonded versus bonded-bolted. The change in moment of inertia of the hybrid beams was evaluated for each parameter of the test matrix. Furthermore, the hybrid beams that were bonded using the acrylic adhesive were conditioned under accelerated aging and the change in moment of inertia of the hybrid beams was evaluated with respect to time. The effects of natural aging were established by exposing a hybrid member to natural weather conditions for two years to provide a correlation between accelerated aging and natural aging. The fatigue response of the hybrid member was evaluated using AASHTO category C guidelines. The strength and stiffness of the CFRP material under bending and tension were established and the maximum reduction in these values after accelerated conditioning was found to be 7%. The aged CFRP material followed a similar trend in that the reduction rate followed a typical inverse exponential curve. An increase in the composite moment of inertia was established with the addition of the CFRP cover plate to the steel stringer of 8.3% and 7.9% depending on the reinforcement length while reductions in these values were found to be 4.3% and 4.02% after 180 days of exposure to accelerated hygrothermal conditioning. Calibration of the accelerated aging method was made with the naturally aged hybrid beam, i.e., two years of natural aging correlated well with 180 days of accelerated conditioning. The composite moments of inertia were not significantly altered by the addition of bolts. Fatigue response of the aged hybrid beams established a maximum 3% reduction in the composite moments of inertia for AASHTO category C fatigue cycling. KW - Accelerated tests KW - Acrylic resins KW - Bending KW - Bolting KW - Bonding KW - Bridges KW - Carbon fibers KW - Epoxy resins KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Hybrid beams KW - Inertia (Mechanics) KW - Length KW - Mechanical properties KW - Steel KW - Stiffeners (Plates) KW - Stiffness KW - Strength of materials KW - Stringers KW - Structural connection KW - Tension UR - https://trid.trb.org/view/660851 ER - TY - RPRT AN - 00962194 AU - Saito, M AU - Wright, M AU - Hernandez, S AU - Yedlin, M AU - Neyssen, J AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE EFFECTIVENESS OF COORDINATED RAMP METER CONTROLS PY - 2003/06 SP - 158 p. AB - It has been reported that coordinating multiple ramp meters could improve the performance of ramp metering. A consulting company conducted a study for the Utah Department of Transportation (UDOT) to evaluate existing coordinated ramp metering methods and determine their applicability to the Wasatch Front region and selected the Denver Helper, Minnesota Zone, and Seattle Bottleneck algorithms as the most promising candidate algorithms. UDOT desired to evaluate the cost effectiveness of the selected algorithms against that of the local responsive ramp metering that can be implemented with the existing ramp metering infrastructure. The simulation models of the tested ramp meter algorithms were prepared using the WATSim (Wide-Area Traffic Simulation) software developed by KLD Associates for a 10-mile corridor of I-15. In total, ten WATSim simulation models were created to represent the ten cases that were evaluated--five cases for both AM and PM peak periods. Simulation analyses were conducted for the base year traffic volume (1988 volume) and for the 20-year and 40-year predicted volumes, and their results were evaluated for several measures of effectiveness. The results of the simulation analyses showed that, overall, the local-responsive ramp metering performed as effectively as the three coordinated ramp meter algorithms tested for the study site in terms of reduction in total travel time and traffic flow stabilization. Among the three coordinated ramp-metering algorithms, the Denver Helper algorithm performed best for the study site. The other two coordinated ramp-metering algorithms performed inconsistently. The performance of ramp metering is affected by various factors and the results presented in this report are site specific. Hence, additional work is needed to evaluate fully the contributions of the coordinated ramp metering methods to the entire freeway network in the Wasatch Front region. This study focused on travel time reductions and LOS stabilization of ramp metering, and the effect of ramp metering on traffic safety and the benefit of breaking up platoons of merging vehicles were not explicitly evaluated. KW - Algorithms KW - Coordination KW - Cost effectiveness KW - Level of service KW - Measures of effectiveness KW - Ramp metering KW - Traffic flow KW - Traffic simulation KW - Travel time UR - http://digitallibrary.utah.gov/awweb/main.jsp?flag=collection&smd=1&cl=all_lib&lb_document_id=12331&tm=1411258034631&itype=advs&menu=on UR - https://trid.trb.org/view/660615 ER - TY - SER AN - 00962161 JO - Product Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - PAVEMENT PROFILE VIEWER AND ANALYZER PY - 2003/06 SP - 2 p. AB - Pavement Profile Viewer and Analyzer, or ProVAL, is a software package that imports, displays, and analyzes the characteristics of pavement profiles from many different sources. ProVAL can analyze pavement profiles using several methods, including International Roughness Index, Ride Number, Profile Index, California profilograph, and rolling straightedge, and other more complex filters such as Butterworth band pass filters and power spectral density. ProVAL also can perform American Society for Testing and Materials (ASTM) E 950 precision and bias tests and cross-correlation to find recurring patterns in pavement profiles. This Product Brief discusses ProVAL applications and compatible profile formats. KW - Applications KW - International Roughness Index KW - Pavement profile KW - Pavements KW - Profilographs KW - Ride quality KW - Roughness KW - Software packages KW - Surface course (Pavements) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/03070/03070.pdf UR - https://trid.trb.org/view/663435 ER - TY - RPRT AN - 00962150 AU - Gordon, K AU - Anderson, S AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF AN UNDERPASS INSTALLED IN U.S. HIGHWAY 30 AT NUGGET CANYON, WYOMING, FOR MIGRATING MULE DEER PY - 2003/06 SP - 32 p. AB - A 15-mi stretch of U.S. Highway 30 through Nugget Canyon between Kemmerer and Cokeville, Wyoming bisects the migration route of a subunit of the Wyoming Range mule deer herd. Consequently this highway is crossed by approximately 14,000 mule deer each fall and spring as they migrate between their winter range in Red Eye Basin and their summer range in the Wyoming Mountains. An average of 130 mule deer per year have been killed in deer-vehicle collisions since 1990. An underpass was installed in association with 8-ft-high deer-proof fence at milepost 30.5 in the summer of 2001 in an attempt to mitigate this problem. Starting in the fall of 2001 the Wyoming Cooperative Fish and Wildlife Research Unit (WCFWRU) conducted a study to evaluate mule deer activity at the underpass and to determine the optimal size and potential locations of future underpasses to be built in Nugget. WCFWRU monitored the underpass using a video camera system activated by infrared sensors to examine deer activity at the underpass. Starting in the spring of 2002, WCFWRU initiated a series of trials in which the size of the underpass was manipulated using plywood dividers and gauged mule deer response to the underpass at different sizes. WCFWRU collected data on the number of deer entering the underpass, the number of deer repelling from the underpass, the time needed for deer to enter the underpass, and behavioral indicators of hesitancy as deer approached the underpass. Based on video footage of the 2000-2003 migrations and herd estimates provided by the Wyoming Game and Fish Department, WCFWRU found that between 8.4% and 11.0% of the mule deer crossing the highway in Nugget Canyon used the underpass at milepost 30.5. In the years the underpass was monitored the peak of fall migration occurred in December and the peak of spring migration occurred in March and April. It was found that deer approaching the underpass were more likely to repel in response to smaller underpass sizes than larger. Deer were more sensitive to changes in the width of the underpass than the height. Height reductions down to 8 ft did not appear to substantially impact deer willingness to use the underpass, but reductions to 6 ft resulted in a large increase in percentage of deer repelling from the underpass. Deer crossing traffic on U.S. Highway 30 was heaviest at mileposts 35 and 36, at the east end of the deer proof fence. WCFWRU recommends that future underpasses built in Nugget Canyon be at least 20 ft wide and 8 ft tall, and have an openness ratio of at least 0.8. At least one additional underpass should be built in Nugget Canyon near mileposts 35 and 36, and the deer-proof fence extended at least 3 miles east of its current extent to prevent deer from moving around the end of the fence. KW - Animal migrations KW - Canyons KW - Deer KW - Fences KW - Height KW - Infrared detectors KW - Monitoring KW - Mule deer KW - Nugget Canyon (Wyoming) KW - Prevention KW - Recommendations KW - Road kill KW - Underpasses KW - Video cameras KW - Width UR - https://trid.trb.org/view/660570 ER - TY - RPRT AN - 00961911 AU - Rahn, P K AU - Toole, J S AU - Bergquist, R AU - Charmichael, R W AU - Ferguson, D S AU - Gilmore, G AU - Griffin, G C AU - Hawkins, J A AU - Harrington-Hughes, K AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - EUROPEAN PRACTICES IN TRANSPORTATION WORKFORCE DEVELOPMENT PY - 2003/06 SP - 52 p. AB - U.S. transportation organizations grapple with how to hire and retain enough technical and administrative workers, as well as how to train and retrain workers to meet changing needs. 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, France, and England to investigate how those countries deal with transportation workforce development issues. The U.S. delegation observed a number of innovative practices that encourage young people to aspire to careers in transportation, assist transportation agencies in finding and hiring people with the skills and knowledge they need, help workers keep abreast of new technologies, and keep employees motivated through challenging work and a supportive environment. The scanning team's recommendations for U.S. application include developing industry-wide programs to encourage transportation careers, defining leadership roles in a changing industry and establishing a leadership development council, establishing a program for collecting and disseminating best practices in workforce development, and formalizing relationships with the educational institutions that are key sources of transportation workers. KW - Best practices KW - Continuing education KW - Education and training KW - Europe KW - Hiring policies KW - Labor force KW - Leadership KW - Personnel development KW - Personnel motivation KW - Recruiting KW - Transportation careers UR - https://trid.trb.org/view/660470 ER - TY - RPRT AN - 00960143 AU - O'Leary, A A AU - Kyte, C A AU - Arnold, E D AU - Perfater, M A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - AN ASSESSMENT OF THE VIRGINIA DEPARTMENT OF TRANSPORTATION'S PUBLIC INVOLVEMENT PRACTICES AND THE DEVELOPMENT OF A PUBLIC INVOLVEMENT TOOLKIT: PHASE II PY - 2003/06 SP - 118 p. AB - Well-implemented public involvement programs have many potential benefits for transportation agencies. This study's objectives included a broad assessment of the Virginia Department of Transportation's (VDOT's) current public involvement practices and the development of a public involvement "toolkit" for use by VDOT staff. The assessment of VDOT's current public outreach practices included information gathering from both citizens (948 completed surveys about VDOT hearings they attended) and VDOT staff who participated in staff focus group interviews and also completed written surveys. The toolkit describes an array of techniques that may be used from the earliest planning stages of transportation projects through their construction, noting advantages, disadvantages, special considerations in the use of each technique, and references for further reading. Responses to both the citizen and VDOT staff surveys indicate that the public is often unclear about the steps in VDOT's planning, project development, and public involvement processes. Citizens and VDOT staff also agree that frequent updates on project status are desirable, and that the public should get more feedback about how their input is really used in decision-making. VDOT staff sees a need for more strategic communications planning and evaluation for major projects, and more coordinated project communications within the agency. Study recommendations include the following: VDOT staff should use the toolkit and a soon-to-be-released Federal Highway Administration interactive public involvement tool to choose effective public involvement approaches; VDOT divisions should collaborate on ways to increase the public's understanding of the planning, project development, and public involvement processes; and as soon as state budget situation allows, the Outreach section proposed by the Governor's Commission on Transportation should be staffed to provide greater in-house strategic communications planning and evaluation capability for major projects. KW - Communications KW - Employees KW - Focus groups KW - Programming (Planning) KW - Public opinion KW - Public participation KW - Strategic planning KW - Surveys KW - Transportation projects KW - Virginia Department of Transportation UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r17.pdf UR - http://ntl.bts.gov/lib/37000/37100/37149/03-r17.pdf UR - https://trid.trb.org/view/659885 ER - TY - RPRT AN - 00960145 AU - French, J W AU - McKeel, W T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF BRIDGE DECK JOINT SEALING SYSTEMS IN VIRGINIA PY - 2003/06 SP - 14 p. AB - The design and fabrication of bridge expansion joint (or movement) systems comprise a rapidly evolving industry. New designs are constantly being presented for trial, often on a piecemeal basis. Occasionally, failures of products occur without sufficient documentation, resulting in inadequate dissemination of the details of the installations to other potential users. It was believed that a systematic evaluation process involving users of joint sealing systems and the Virginia Department of Transportation's (VDOT's) New Products Committee was required to ensure that up-to-date information on available products, their prescribed uses, installation procedures, and performance would be available across VDOT. The research procedure employed in this evaluation was a series of case studies of individual trials of joint sealing systems. Care was taken to ensure the involvement of all interested parties within VDOT and to include the joint manufacturer (vendor) in any experimental installation. The subject study was a limited evaluation of those joint sealing systems used by VDOT during the past several years. It did not include the full array of products available to the bridge engineering community, and it was not necessarily based on numerous installations of every joint system. Since the study concentrated on joint sealing systems, open expansion joint systems, including butt, sliding plate, and finger joints, were not evaluated. Larger modular joint systems were also excluded. The results of this study were mixed with regard to the performance of the generic systems evaluated. Each system has served successfully, and evaluations have shown failed installations of each. None can be assumed to last indefinitely. Adherence to recommended installation procedures is essential to attaining satisfactory service from a joint sealing system. The vendor should be required to have competent representation present during the entire time of the initial installation of any product. The individual in charge of the installation must be completely familiar with the details and the underlying logic of the operation. Bonding of the elastomeric component of the sealing system (which accommodates joint movement) to the faces to the joint is a critical factor in the performance of most systems. Due care should be taken in cleaning the joint faces, ensuring that the surfaces are dry, and properly applying any adhesive. KW - Bonding KW - Bridge decks KW - Case studies KW - Expansion joints KW - Installation KW - Joint sealers KW - Performance KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/03-tar7.pdf UR - http://ntl.bts.gov/lib/37000/37100/37148/03-tar7.pdf UR - https://trid.trb.org/view/659887 ER - TY - RPRT AN - 00960146 AU - Lambert, James H AU - Turley, T C AU - University of Virginia, Charlottesville AU - Virginia Department of Transportation AU - Federal Highway Administration TI - SCREENING METHODOLOGY FOR NEEDS OF ROADWAY LIGHTING PY - 2003/06 SP - 76 p. AB - Screening methods of the American Association of State Highway and Transportation Officials (AASHTO) and the National Cooperative Highway Research Program (NCHRP) that assess the local potential for fixed roadway lighting to decrease nighttime crashes have not been updated since the 1970s. The methods dilute the influence of important factors, are inadequate for locations where crash histories are unavailable, and lack a traceable theoretical foundation. This report evolves and complements existing screening methods in order to develop an updated method to aid engineers and planners in the screening of needs for fixed roadway lighting. Development of the method adopts principles of risk assessment and management that have been previously applied in diverse disciplines. The existing screening methods, which provide a basis for the developed screening method, are strengthened by the development of a theoretical foundation in benefit-cost analysis. The developed method has two phases. In the first phase, an exposure assessment is developed to describe individual and population exposures to crashes. Needs are compared by night-to-day crash rates, measured directly or estimated indirectly, and traffic volumes. Outcomes of exposure assessment are identified based on potential crash reduction and costs of available lighting technologies. The second phase builds on selected concepts of the NCHRP method. In testing of the two-phase method, night crash histories for over eighty unlighted sections in three regions of Virginia are collected and studied. Example applications of the method to individual locations are demonstrated. The recommendations are as follows: (i) highway agencies should consider designating funds for lighting and visibility enhancement using the developed screening method in resource allocation; (ii) agencies should provide training and continuing education in the developed screening method, and emphasize the unity of principles of risk assessment and management across highway safety issues; (iii) through a testing phase, agencies should consider replacing the AASHTO and NCHRP methods with the developed method; (iv) agencies should perform regional data analysis and screening of unlighted locations on an annual basis; and (v) agencies should incorporate the method in holistic lighting master plans. KW - Benefit cost analysis KW - Crash exposure KW - Crash rates KW - Education and training KW - Master plans KW - Needs assessment KW - Nighttime crashes KW - Resource allocation KW - Risk assessment KW - Risk management KW - Street lighting KW - Traffic volume KW - Virginia UR - http://ntl.bts.gov/lib/37000/37100/37150/03-cr14.pdf UR - https://trid.trb.org/view/659888 ER - TY - RPRT AN - 00960142 AU - Fitch, G M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - MINIMIZING THE IMPACT ON WATER QUALITY OF PLACING GROUT UNDERWATER TO REPAIR BRIDGE SCOUR DAMAGE PY - 2003/06 SP - 35 p. AB - The Virginia Department of Transportation (VDOT) has routinely used what is commonly referred to as tremie concrete (concrete or grout placed underwater by way of pumping through a metal tremie pipe) to repair bridge substructure and culvert scour damage. VDOT also recently began to place concrete underwater to repair scour by pumping it directly into grout bags. Many of VDOT's rehabilitation projects that involve underwater concrete placement require environmental permits that VDOT's Environmental Division is responsible for securing from various regulatory agencies. Because the effects of tremie concrete on water quality have been a concern for some of these agencies, namely the Virginia Department of Environmental Quality and the U.S. Army Corps of Engineers, the acquisition of these permits has become a problem. As a consequence, the agencies put a number of VDOT projects on hold until the problems with tremie concrete were better documented and /or until VDOT developed a better method of repairing bridge scour. The Department of Environmental Quality requested that all in-stream scour repairs, with few exceptions, be conducted "in the dry." The purpose of this study was to determine a way to allow VDOT to remain in compliance with current state and federal water quality standards and regulations while rehabilitating structures with significant scour using concrete placed underwater. The study included the monitoring of 31 sites in the field and a laboratory component to compare the effects of various placement methods on various water quality parameters. Results showed that the primary water quality parameter affected by the placement of grout underwater is pH. Such placement can cause pH values to exceed 11 under particular flow conditions. However, in-stream pH values can be kept below the state water quality level of 9.0 through the use of a combination of placement techniques and/or an anti-washout admixture. The techniques required are very site specific but depend primarily on stream flow volume and grout pumping rates. KW - Bridge substructures KW - Compliance KW - Culverts KW - Environmental impacts KW - Field studies KW - Laboratory tests KW - pH value KW - Regulations KW - Rehabilitation (Maintenance) KW - Repairing KW - Scour KW - Tremie concrete KW - Virginia KW - Water quality UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r16.pdf UR - http://ntl.bts.gov/lib/37000/37100/37147/03-r16.pdf UR - https://trid.trb.org/view/659884 ER - TY - RPRT AN - 00960144 AU - Ulmer, J M AU - Goswami, A K AU - Miller, J S AU - Hoel, L A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - RESIDENTIAL TRIP GENERATION: GROUND COUNTS VERSUS SURVEYS PY - 2003/06 SP - 53 p. AB - Residential trip generation rates, i.e., the total number of vehicle trips per household during a 24-hour period, are a fundamental component of transportation planning. When agencies have different estimates of these rates for the same metropolitan area, the cost of the planning process increases since agencies must collect additional field data. To investigate discrepancies in these rates, residential trip generation rates based on four sources were compared: (1) ground counts collected by the Virginia Transportation Research Council (VTRC) at nine suburban neighborhoods, (2) household surveys distributed to the same neighborhoods, (3) national trip generation rates published by the Institute of Transportation Engineers (ITE), and (4) rates derived from the trip generation component of VDOT regional urban travel demand models. For neighborhoods composed solely of single-family detached homes, the average residential trip generation rate was 10.8 based on VTRC ground counts and 9.2 based on VTRC household surveys. Although underreporting of trips on written questionnaires may have contributed to this disparity, these rates were not significantly different at the 95% confidence level. Further, ground counts collected by VTRC and ground count rates reported by ITE were not significantly different. However, rates based on VTRC household surveys and those derived from VDOT regional models were significantly different when the VDOT rates were based on person trips rather than vehicle trips. This disparity resulted even though the person trips predicted by the VDOT long-range model were converted to vehicle trips using average automobile occupancies. The implication, therefore, is that when a data source gives the number of "vehicle trips per household" it is important to know if vehicle trips were measured directly or were calculated from person trips. When a consistent method of determining trip generation rates is used, the differences in rates between neighborhoods are explained by the large and random variations that are fundamental to trip generation studies. Accordingly, when a precise trip generation rate is required to forecast travel from a single neighborhood, the rate should be determined from field data if possible. When a trip generation rate is required for a group of neighborhoods (as is often the case with subarea studies), the average rate should be presented as part of a confidence interval as has been done in this study. For example, ground count data collected in this study for a set of seven neighborhoods of single-family detached homes produced a mean trip generation rate of 10.81, with a range of 9.4 to 12.2 vehicle trips per dwelling unit at the 95% confidence level. The ITE mean rate based on 348 neighborhoods was 9.57 vehicle trips per dwelling unit. As the number of neighborhoods increases, the confidence interval for the mean rate will decrease. KW - Ground counts KW - Households KW - Residential areas KW - Surveys KW - Transportation planning KW - Trip generation UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r18.pdf UR - http://ntl.bts.gov/lib/37000/37100/37146/03-r18.pdf UR - https://trid.trb.org/view/659886 ER - TY - RPRT AN - 00960051 AU - Agent, K R AU - O'Connell, L AU - Green, E R AU - Kreis, D AU - Pigman, J G AU - Tollner, N AU - Thompson, E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - DEVELOPMENT OF PROCEDURES FOR IDENTIFYING HIGH-CRASH LOCATIONS AND PRIORITIZING SAFETY IMPROVEMENTS PY - 2003/06 SP - 46 p. AB - The objectives of this study were to review and analyze the current procedures for identifying high-crash locations and evaluating and prioritizing roadway safety improvements at high-crash locations, and to recommend improved methods. Several tasks were undertaken to accomplish these objectives, including the following: review of program guidelines and procedures used by other states to prioritize improvements at high-crash locations; review and documentation of Kentucky's current procedure; update of Kentucky's Crash Buildup Program software to be compatible with the 2000 crash report form; development of new software to assist in estimating the benefits and costs of potential projects for inclusion in the Hazard Elimination Program; and conversion of the dynamic programming software from mainframe to PC. Results from the study include improved methods for identifying high-frequency crash locations and prioritizing those locations after preliminary analyses indicated a need to consider improvements at a crash site. Software was developed to assist in producing a generalized estimate of the benefits of potential projects for inclusion in the Hazard Elimination Program. To use the software, the user must input the improvements to be made, the current level of crashes for the highway segment, and estimated project costs. Adjustments can also be made for key factors such as discount rate and projected traffic growth. Features include a menu of types of improvement projects and related reduction factors, and benefit-cost comparisons for each project. Revisions were recommended for updating and enhancing the Crash Buildup Program to achieve compatibility with the current crash data report form and for translating the dynamic programming module from a mainframe operation to a PC-based system. It appears that an increased level of functionality has been achieved as a result of the series of modifications and improvements. KW - Benefit cost analysis KW - Dynamic programming KW - Guidelines KW - High risk locations KW - Improvements KW - Procedures KW - Software KW - Strategic planning UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_15_SPR_250_02_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23779/KTC_03_15_SPR_250_02_1F.pdf UR - https://trid.trb.org/view/659831 ER - TY - RPRT AN - 00960410 AU - Yang, C Y.D. AU - Cronin, B P AU - Meltzer, N R AU - Zirker, Margaret E AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Transit Administration TI - 2003 STATUS REPORT ON TRANSIT INTELLIGENT VEHICLE INITIATIVE STUDIES PY - 2003/06 SP - 19 p. AB - This 2003 Status Report provides an overview and updates on studies in the transit Intelligent Vehicle Initiative (IVI) area. IVI emphasizes the significant and continuing role of drivers in roadway safety. IVI is aimed at accelerating the development, availability, and use of driving assistance and control intervention systems to reduce vehicle crashes. IVI systems' ultimate goal is to help drivers process information, make decisions, and operate vehicles more safely. The emphasis of the transit IVI program can be divided into two major areas. Projects in the first area include the frontal collision warning system, side collision warning system, rear impact collision warning system, and integrated collision warning system. These projects are intended to reduce "imminent crash situations" in the transit operating environment. The second area of emphasis for the transit IVI program is to assist bus operators in "degraded driving conditions." One example is the vehicle-lane assist technology project. Vehicle-lane assist technology is intended to improve the safety of transit vehicles as they operate in difficult environments, such as bus-only shoulders. Vehicle-lane assist technology is likely to be one of the first IVI technologies to be implemented for Bus Rapid Transit (BRT) operations. KW - Advanced vehicle control systems KW - Bus drivers KW - Bus rapid transit KW - Bus-only shoulders KW - Crash avoidance systems KW - Frontal crashes KW - Intelligent vehicles KW - Public transit KW - Rear end crashes KW - Road shoulders KW - Side crashes KW - Traffic lanes KW - Transit crashes KW - Transit safety KW - Vehicle-lane assist systems KW - Warning systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13800.pdf UR - https://trid.trb.org/view/659912 ER - TY - RPRT AN - 00960006 AU - Jacobson, J R AU - Filz, G M AU - Mitchell, J K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - FACTORS AFFECTING STRENGTH GAIN IN LIME-CEMENT COLUMNS AND DEVELOPMENT OF A LABORATORY TESTING PROCEDURE PY - 2003/06 SP - 75 p. AB - Lime-cement columns were constructed to improve soft ground as part of a test embankment program at the I-95/Route 1 interchange in Alexandria, Virginia. Two different commercial laboratories performed tests on treated soil, and they produced very different measurements of unconfined compressive strength. Further, both sets of results were different from test results available in the published literature for similar soils. This situation created uncertainties and a conservative design philosophy. The goals of this research project were to assess factors that influence strength gain of lime-cement-soil mixtures, to develop a detailed laboratory test procedure that produces consistent results, and to determine the reasons that the strengths measured by the private firms were so different. A suitable laboratory procedure was developed and applied to three soils: one from the I-95/Route 1 interchange site and two from the site of a potential future application of lime-cement columns in West Point, Virginia, at State Route 33. Key findings from the research were that (1) drying and subsequent restoration of soil moisture prior to treatment can decrease the strength of the mixture, (2) the mixture strength decreases as the ratio of soil water content to cement content increases for 100% cement-soil mixtures, (3) the addition of lime can increase the mixture strength for some soils and decrease the strength for others, and (4) presenting the test results in the form of contour plots of unconfined compressive strength can be very useful. The reasons for the different results from the two private firms are explained by differences in the test procedures that were used. KW - Cement content KW - Compressive strength KW - Embankments KW - Laboratory tests KW - Lime cement KW - Moisture content KW - Soft soils KW - Soil stabilization KW - Test procedures UR - http://ntl.bts.gov/lib/37000/37100/37135/03-CR16.pdf UR - https://trid.trb.org/view/659787 ER - TY - RPRT AN - 00960007 AU - Burns, S E AU - Cline, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF WICK DRAIN PERFORMANCE IN VIRGINIA SOILS PY - 2003/06 SP - 49 p. AB - Prefabricated vertical drains (PVD), also known as wick drains, are commonly used to accelerate the consolidation of fine-grained soils in order to reduce future settlements and increase shear strength. Various drain designs are currently on the market, with significant variations in price. This variability of designs makes the performance highly product specific. Tests were carried out to assess the behavior of several wick drains in Virginia soils. Drains were subjected to crimping, lateral pressure, and consolidation, with the resulting impact on the flow rate. All tests were performed in the laboratory to ensure controlled boundary and initial conditions. Significant differences in the performance of wick drains were evaluated. The performance was quantified based on the percentage reduction in flow capacity during flow in a crimped position, percentage reduction in flow capacity under lateral stress, and percentage reduction in the consolidation time. Test results identified the Ameridrain AD607 and Mebra-Drain MD-88 as the most effective drains among those studied. KW - Consolidation KW - Crimping KW - Fine grained soils KW - Flow capacity KW - Laboratory tests KW - Lateral stress KW - Performance KW - Prefabricated vertical drains KW - Shear strength KW - Virginia KW - Wick drains UR - http://ntl.bts.gov/lib/37000/37100/37136/03-CR21.pdf UR - https://trid.trb.org/view/659788 ER - TY - RPRT AN - 00960008 AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DEER WARNING REFLECTORS IN VIRGINIA PY - 2003/06 SP - 25 p. AB - A deer warning reflector consists of a red, double-sided reflector mounted on posts, similar to those used for roadside delineators along roadways. As vehicles approach and move through the road section, it is purported that the reflector reflects the beam from vehicular headlights across the highway in a moving pattern of low-intensity red light beams, which in turn get deer's attention and deter them from entering the roadway. The purpose of this study was to evaluate the effectiveness of the deer warning reflector system. The measure of effectiveness was the change in deer-vehicle collisions on highway segments with and without the reflectors. The number of deer carcasses picked up by crews of the Virginia Department of Transportation was the measure used for deer-vehicle collisions. The level of maintenance activity needed to keep the marking system effective was also monitored. Deer warning reflectors were installed at 10 sites in Virginia. Each reflector site had a control site that was typically adjacent to the reflector site. The sites were monitored for 6 to 28 months. There was no evidence to suggest that the deer warning reflectors were consistently effective across most sites based on trend and statistical analyses. An experimental section with deer warning reflectors on one side of the road yielded results similar to those for the standard arrangement with reflectors on both sides of the road and control sections. In order for the benefits of the reflectors to exceed their installation and maintenance costs, the reflectors would have to prevent at lease 1.14 deer-vehicle collisions per mile per year. KW - Animal behavior KW - Animal vehicle collisions KW - Crashes KW - Deer KW - Deer warning reflectors KW - Maintenance KW - Reflectorized materials KW - Statistical analysis KW - Trend (Statistics) KW - Virginia KW - Warning devices UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/03-tar6.pdf UR - http://ntl.bts.gov/lib/37000/37100/37144/03-tar6.pdf UR - https://trid.trb.org/view/659789 ER - TY - RPRT AN - 00960010 AU - Burati, J L AU - Weed, R M AU - Hughes, C S AU - Hill, H S AU - Clemson University AU - Federal Highway Administration TI - OPTIMAL PROCEDURES FOR QUALITY ASSURANCE SPECIFICATIONS PY - 2003/06 SP - 347 p. AB - This manual is a comprehensive guide that a highway agency can use when developing new, or modifying existing, acceptance plans and quality assurance specifications. It provides necessary instruction and illustrative examples to lead the agency through the entire process of acceptance plan development, including: setting up the initial data collection/experimentation to determine typical parameters of current construction; establishing the desired level of quality to be specified; designing the actual acceptance plan itself, including selecting quality characteristics, statistical quality measure, buyer's and seller's risks, lot size, number of samples (sample size), specification and/or acceptance limits, and payment-adjustment provisions; monitoring how the acceptance plan is performing; and making necessary adjustments. KW - Acceptance tests KW - Data collection KW - Guidelines KW - Manuals KW - Monitoring KW - Payment KW - Procedures KW - Quality assurance KW - Risk management KW - Road construction KW - Sampling KW - Specifications KW - Statistical quality control UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/02095/02095.pdf UR - http://ntl.bts.gov/lib/30000/30800/30882/FHWA-RD-02-095.pdf UR - https://trid.trb.org/view/659791 ER - TY - RPRT AN - 00943503 AU - Sprinkel, M M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CORROSION INHIBITORS FOR CONCRETE BRIDGE DECK PATCHING AND OVERLAYS PY - 2003/06 SP - 37 p. AB - This report presents the results to date of a national pooled fund study initiated in August 1996 to evaluate the long-term performance of bridges and outdoor exposure slabs damaged by chloride-induced corrosion that have concrete containing corrosion inhibiting admixtures and that had topical applications of inhibitors prior to being patched and overlaid. The study includes 156 exposure slabs, 4 bridge decks with overlays, and 1 patched bridge substructure. A total of 136 exposure slabs were constructed to simulate overlay and patch repairs, and 20 full-depth slabs were constructed to simulate new construction. Each repaired slab was constructed with one of four levels of chloride to cause corrosion. The new slabs were ponded to cause corrosion. Previous reports provide details on the construction and initial condition of the exposure slabs and the construction and initial condition of the repaired bridges. The results presented here are based on quarterly nondestructive measurements between September 1997 and June 2001, visual inspections of the exposure slabs, and tensile bond test results and visual inspections of reinforcement removed from the exposure slabs that were patched and overlaid. Overlays cracked and delaminated on exposure slabs that were fabricated with 15 lb/cu yd of chloride ion because of corrosion of the top mat of reinforcement. There was no difference in the performance of overlays constructed with and without inhibitors and topical treatments. Overlays and patches with and without inhibitor treatments placed on and in slabs with 3, 6, and 10 lb/cu yd of chloride are performing satisfactorily. However, results do not show reductions in the tendency for corrosion that can be attributed to the inhibitors. Overlays and patches with and without inhibitor treatments on and in the five bridges indicate mixed results. Corrosion is occurring in the majority of the repairs done with and without inhibitor treatments. The corrosion-inhibiting treatments do not seem to be reducing corrosion in the bridges and, in fact, may be increasing corrosion. It is not obvious that corrosion is occurring in the full-depth slabs constructed with and without inhibitors to represent new construction. The slabs do not show signs of corrosion-induced cracking after 5 years of ponding. Topical applications of inhibitors did not affect the bond strength of the overlays. Overlays containing Rheocrete 222+ and 7% silica fume had lower bond strengths. Overlays on base concretes with the higher chloride content had lower bond strengths. In summary, this project does not show any benefit from the use of the corrosion inhibiting admixtures and the topical applications made to the chloride-contaminated concrete surfaces prior to placement of the patches and overlays. Additional years of monitoring of the exposure slabs and bridges may provide useful results. KW - Bond strength (Materials) KW - Bridge decks KW - Chloride content KW - Concrete overlays KW - Corrosion KW - Corrosion resistant materials KW - Inspection KW - Nondestructive tests KW - Overlays (Pavements) KW - Patching KW - Performance KW - Reinforced concrete KW - Tension tests UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r14.pdf UR - https://trid.trb.org/view/643590 ER - TY - RPRT AN - 00943504 AU - Maupin, G W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ADDITIONAL ASPHALT TO INCREASE THE DURABILITY OF VIRGINIA'S SUPERPAVE SURFACE MIXES PY - 2003/06 SP - 17 p. AB - Although Superpave has been successful in preventing rutting, many believe that the design asphalt content needs fine-tuning to produce durable mixes. This investigation used various laboratory tests to test samples of field surface mixes (12.5 mm and 9.5 mm) to predict changes in mix properties as extra asphalt was added. Permeability, 50-blow Marshall volumetrics, rutting, and fatigue tests were used. An analysis tool using gyratory compaction was also used to predict what the level of pavement voids would have been had higher asphalt contents been used. For most of the mixes, properties improved as the asphalt content was increased. The asphalt content could have been increased as much as 0.5% in most of the mixes with no harmful effects. It is reasonable to expect that the beneficial effects would increase the life of a surface mix by approximately 5%. The Virginia Department of Transportation (VDOT) uses approximately 2 million tons of asphalt in surface overlays per year at a cost of approximately $35 per ton. The cost of adding 0.5% more asphalt would be approximately $1 per ton. With an estimated increased service life of 5%, VDOT would save approximately $1.5 million per year. The researcher recommended that the effects of increasing the design asphalt content of Superpave mixes be explored and tested in the field. KW - Air voids KW - Asphalt content KW - Compaction KW - Costs KW - Fatigue tests KW - Gyratory testing machines KW - Laboratory tests KW - Permeability KW - Rutting KW - Savings KW - Service life KW - Superpave KW - Volumetric analysis UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r15.pdf UR - http://ntl.bts.gov/lib/37000/37100/37134/03-r15.pdf UR - https://trid.trb.org/view/643591 ER - TY - RPRT AN - 00943502 AU - Ozyildirim, C AU - Lane, D S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SELF-CONSOLIDATING CONCRETE PY - 2003/06 SP - 19 p. AB - Conventional concrete tends to present a problem with regard to adequate consolidation in thin sections or areas of congested reinforcement, which leads to a large volume of entrapped air voids and compromises the strength and durability of the concrete. Using self-consolidating concrete (SCC) can minimize the problem since it was designed to consolidate under its own mass. This study examined several mixture designs in the laboratory with the goal of creating mixtures with desirable flow characteristics that did not require additional consolidation yet provided adequate compressive strength, low permeability, shrinkage control, and resistance to cycles of freezing and thawing. The results provided a foundation for determining if SCC could be produced on a commercial scale using locally available materials at two concrete plants. SCC from one plant was used in a field application for a small bridge in a residential area. The results showed that with adjustments to the mixture proportions, SCC can be produced successfully and provide many benefits to transportation agencies and the construction industry. KW - Air voids KW - Compressive strength KW - Concrete KW - Consolidation KW - Field tests KW - Freeze thaw durability KW - Laboratory tests KW - Local materials KW - Mix design KW - Permeability KW - Self compacting concrete KW - Shrinkage UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r13.pdf UR - http://ntl.bts.gov/lib/37000/37100/37132/03-r13.pdf UR - https://trid.trb.org/view/643589 ER - TY - RPRT AN - 00962188 AU - Muszynski, L C AU - Chini, A R AU - Andary, E G AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - NONDESTRUCTIVE TESTING METHODS TO DETECT VOIDS IN BONDED POST-TENSIONED DUCTS PY - 2003/05/30 SP - 135 p. AB - The use of post-tensioning in bridges provides durability and structural benefits to the system while expediting the construction process. However, there is considerable interest to determine whether a tendon duct is properly filled with grout or not. Implementing nondestructive testing can be vital to the integrity of the structure because loss of post-tensioning can result in catastrophic failure. The purpose of this work was to develop and validate a nondestructive testing and evaluation method that can be used in the field to detect internal concrete conditions such as voids and cracks in grouted tendon ducts during bonded post-tensioned applications. These are three techniques that were evaluated in this research effort: Impact Echo (IE), Spectral Analysis of Surface Waves (SASW), and Ultrasonic Tomography Imaging (UTI). Based on the results from all three tests, the authors suggest that the IE scanning test should be used to evaluate the internal condition of the grouted duct. Impact echograms may also be used as a way to present the results since the plot provides more information in IE frequency data. The image results from UTI showed locations of both ducts clearly in all three cases. Unfortunately, the images did not show details inside the ducts. It is concluded that scanning IE tests show the most promise for assessing internal grout conditions of the steel duct. For a plastic duct, it was more difficult to identify grout conditions due to partial debonding conditions between the plastic duct and concrete wall. KW - Air voids KW - Cracking KW - Ducts KW - Grout KW - Impact echo tests KW - Nondestructive tests KW - Posttensioning KW - Spectral analysis of surface waves KW - Spectrum analysis KW - Tendons (Materials) KW - Ultrasonic tomography imaging UR - https://trid.trb.org/view/660609 ER - TY - RPRT AN - 00960020 AU - Herr, J E AU - Rohde, J R AU - Sicking, D L AU - Reid, J D AU - Faller, R K AU - Holloway, J C AU - Coon, B A AU - Polivka, K A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF STANDARDS FOR PLACEMENT OF STEEL GUARDRAIL POSTS IN ROCK PY - 2003/05/30 SP - 186 p. AB - A steel post W-beam guardrail system was developed for installation in rock-soil foundations. The guardrail system was constructed with a 2.66-mm (12-gauge) thick W-beam rail, 53.34 m in length. The W-beam guardrail was supported by 27 W152x13.4 by 1,346-mm long steel posts, spaced at 1,905 mm on center. The posts were installed in drilled holes in concrete, constructed by drilling three 203-mm diameter holes on 165-mm centers to a depth of 610 mm. The drilled holes were backfilled with compacted ASTM C33 coarse aggregate, size no. 57. One full-scale vehicle crash test, using a 3/4-ton pickup truck, was performed on the W-beam guardrail system. The test was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the W-beam guardrail system with post placed in rock was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350. Further, guardrail post placement recommendations were also developed for situations where rock is located below the surface. These recommendations were developed through an analysis of bogie testing of posts. KW - Coarse aggregates KW - Drilled holes KW - Guardrails KW - Impact tests KW - NCHRP Report 350 KW - Performance KW - Pickup trucks KW - Posts KW - Rocks KW - Steel UR - https://trid.trb.org/view/659801 ER - TY - RPRT AN - 00960019 AU - Polivka, K A AU - Bielenberg, R W AU - Faller, R K AU - Sicking, D L AU - Rohde, J R AU - Reid, J D AU - Holloway, J C AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF A STEEL H-SECTION TEMPORARY BARRIER FOR USE IN LIMITED DEFLECTION APPLICATIONS PY - 2003/05/30 SP - 126 p. AB - A tie-down system was developed for use with Iowa's steel H-section temporary barrier. For this system, the original barrier connection detail was modified in order to simplify barrier attachment to one another as well as to more easily accommodate deviations in horizontal and vertical alignment. At each barrier joint, two steel shear plates were positioned within an opening on the adjacent barrier section and held in place with two steel drop pins. Four steel angle brackets were welded to the barrier's base at every joint in order to allow for the barriers to be rigidly attached to the concrete bridge deck using drop-in anchors. Two full-scale vehicle crash tests, using 3/4-ton pickup trucks, were performed on the steel H-section barrier system. Due to vehicle snag and subsequent vehicle rollover, the first test was unsuccessful. Following minor design modifications, the barrier system was retested. The second test was successfully conducted on the tied-down steel H-barrier system which safely redirected the pickup truck. The tests were conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down system for use with Iowa's steel H-section temporary barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350. KW - Anchors (Structural connectors) KW - Barriers (Roads) KW - Impact tests KW - NCHRP Report 350 KW - Performance KW - Pickup trucks KW - Temporary barriers KW - Tiedowns UR - https://trid.trb.org/view/659800 ER - TY - ABST AN - 01459067 TI - Development of a White Paper on Retroreflectivity AB - No summary provided. KW - Development KW - Research projects KW - Retroreflection KW - Retroreflectivity UR - https://trid.trb.org/view/1227279 ER - TY - ABST AN - 01459061 TI - Research for the AASHTO Standing Committee on the Environment. Task 2. Transportation Impacts and "Smart Growth" Initiatives AB - Several states have had smart growth initiatives in place for a number of years at a statewide level to facilitate more coordinated development of transportation and land use. This study will determine if land use patterns have changed, if transportation decisions have changed, if VMT increases have been reduced and if the impacts on the environment have been reduced. KW - Decision making KW - Environmental impacts KW - Land use planning KW - National Cooperative Highway Research Program KW - Research projects KW - Smart structures KW - Transportation planning KW - Urban development KW - Urban growth UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=761 UR - https://trid.trb.org/view/1227273 ER - TY - RPRT AN - 01457225 AU - Smith, Kelly L AU - Orcutt, Robert B AU - ERES Consultants AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Optimization of AC Shoulder Design and Construction for PCC Pavements PY - 2003/05/21/Final Report SP - 114p AB - The performance of asphalt concrete (AC) shoulders adjacent to Portland cement concrete (PCC) pavements has been extremely variable throughout South Dakota, with relatively good performance on some projects and severe shoulder subsidence and shoulder joint seal failure occurring on others. The factors behind poor shoulder performance may be directly related to shoulder design and construction, combined with regional climatic and topographical features. The research performed in this study sought to better define the causes of shoulder subsidence and joint seal failure, and to develop and implement a field study that tests the effectiveness of various design strategies and construction practices in reducing or minimizing settlement and seal failure. In the study, a total of 29 in-service shoulder structures located in the eastern half of the state were surveyed for condition and tested for load response characteristics using non-destructive deflection testing (NDT) techniques. The observations and resulting data were then used to formulate a set of shoulder design/construction strategies that could be tested as part of an actual paving project. Subsequently, a total of 11 different shoulder strategies were included in a mainline PCC paving project located on SD 37, north of Parkston. The construction of the test shoulders in fall 2001 were carefully monitored, and condition surveys and NDT testing of the shoulder sections were conducted at periods of 7 and 12 months following construction. This report discusses the results of the entire research effort and the recommendations made to the South Dakota DOT concerning their AC shoulder design and construction practices. KW - Asphalt concrete KW - Field studies KW - Nondestructive tests KW - Optimization KW - Paved shoulders KW - Pavement design KW - Paving KW - Portland cement concrete KW - South Dakota UR - http://www.sddot.com/business/research/projects/docs/SD1998_07_Final_Report.pdf UR - https://trid.trb.org/view/1225434 ER - TY - ABST AN - 01464598 TI - Research Program Design---Administration of Highway and Transportation Agencies. Transportation Mobility, Access and Safety for an Aging Population AB - The U.S. Census reports that nearly 35 million people, over 12 percent of the nation's total population in 2000, were 65 years of age or older, and the number and percentage are projected to continue their rapid growth. This older population group has a special interest in the mobility and access that our transportation system can provide to enable them to continue to lead active and independent lives. Access to health care is a predominant concern, but continued independence also requires mobility to support recreation and leisure activities, shopping, and other daily-living pursuits. Older drivers, pedestrians and transit users raise additional special concerns regarding transportation system safety and security. Government agencies at federal and state levels are addressing some of these concerns. The Federal Transit Administration and the Department of Health and Human Services have programs supporting transit and vanpool operations to meet the transportation needs of the elderly in urban and rural areas. The state of Florida, for example, is enlarging some highway street signs from 12 to 36 inches to accommodate the diminished vision of elderly drivers. The Manual on Uniform Traffic Control Devices (MUTCD) has been revised to include recommendations geared to assisting and protecting the elderly, such as enlarged letters on street signs and rescue islands built in the median of wide streets to better accommodate elderly pedestrians. More substantial action may be needed, however. Observers expect that the aging baby-boom generation will continue to lead active lives long after retirement. In looking forward, the number of over-65 drivers on the nation's roads could more than double during the next three decades, to some 60 million; the numbers of aged pedestrians and transit riders will likewise grow. What additional transportation system facilities and services will be required to enable these older transportation-system users to maintain their active lifestyles and system safety and reliability? The objective of this project was to conduct a symposium on the stake that our elderly population has in current transportation system facilities and services, including those directed specifically at meeting their mobility and access needs, and to discuss what additional transportation system facilities and services will be needed over the next 20 years to provide mobility and access for the growing aged population.