TY - CONF AN - 00932010 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Rosenberg, B H AU - Transportation Research Board TI - TRIBAL CONSULTATION FROM THE HISTORIC PRESERVATION PERSPECTIVE PY - 2002/09 SP - p. 48-50 AB - This conference presentation discusses the work of the Arizona Department of Transportation's Environmental Planning Group in the Historic Preservation Section. The tribal consultation that they do is primarily related to projects and specifically follows the National Environmental Policy Act of 1969 and the National Historic Preservation Act. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Arizona Department of Transportation KW - Historic preservation KW - National Environmental Policy Act of 1969 KW - National Historic Preservation Act KW - Native Americans KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726681 ER - TY - CONF AN - 00932011 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Thomas, R AU - Transportation Research Board TI - CREATING A TRIBAL GIS ROAD DATA SYSTEM PY - 2002/09 SP - p. 51 AB - This conference presentation is a summary of a Power-Point presentation by the Navajo Nation Department of Transportation's Transportation Planning Program on how its tribal program started collecting the Navajo Nation Roads System data. The Navajo Nation presented its data in the ARCVIEW format illustrating: Political and congressional boundaries surrounding the Navajo Nation, including the Navajo Nation boundary; Twelve county boundaries; Seven agency boundaries; Chapter boundaries; and Roads by ownership. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Geographic information systems KW - Inventory KW - Legal boundaries KW - Navajo Nation KW - Ownership KW - Roads UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726682 ER - TY - CONF AN - 00932007 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Tischer, M L AU - Transportation Research Board TI - IMPROVING TRIBAL PARTICIPATION IN THE STATEWIDE TRANSPORTATION-PLANNING PROCESS PY - 2002/09 SP - p. 34-37 AB - The Arizona Department of Transportation (ADOT) Transportation Planning Division has the vision of "Conducting a progressive effort for developing and implementing strategies to improve tribal coordination and communication in the statewide transportation planning process." With regard to tribal relations, this conference presentation presents and discusses ten strategies developed and initiated by the ADOT to improve planning coordination and to increase tribal communication between the Arizona Indian tribes and department officials. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Arizona Department of Transportation KW - Communication KW - Coordination KW - Native Americans KW - Strategic planning KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726678 ER - TY - CONF AN - 00932014 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Stevenson, J AU - Transportation Research Board TI - KAWERAK, INC.: A TRIBAL EXPERIENCE IN THE STATE OF ALASKA PY - 2002/09 SP - p. 60-64 AB - Kawerak, Inc., is a regional consortium of tribal governments organized as a nonprofit corporation with headquarters in Nome, Alaska. Kawerak provides services to 20 Native villages located on or near the Bering Straits. This conference presentation discusses the Kawerak Transportation Program, including transportation program objectives, and its interaction with other governments. Kawerak has taken the lead in providing information to the Alaska Department of Transportation and Public Facilities regarding the Indian Reservation Roads program and would like to administer projects for the state. Kawerak has proposed a cooperative agreement with the state and is currently awaiting execution of the agreement. Kawerak intends to be full partners with their villages, the state, Bureau of Indian Affairs, Federal Highway Administration, the U.S. Army Corps of Engineers, and every other participant in the transportation process. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Alaska KW - Consortia KW - Indian Reservation Roads Program (Alaska) KW - Indian reservations KW - Intergovernmental relations KW - Kawerak, Incorporated KW - Native Americans KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726685 ER - TY - CONF AN - 00932001 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Gonzales, E L AU - Transportation Research Board TI - TRIBAL COORDINATION/ORGANIZATION ASSISTANCE IN THE NEW MEXICO MIDDLE RIO GRANDE LONG-RANGE MAJOR TRANSPORTATION INVESTMENT STUDY PY - 2002/09 SP - p. 2-6 AB - In November 1997 and as modified in July 2000, a contract between the New Mexico State Highway and Transportation Department (NMSHTD) and ELG Engineering was entered into in response to a successful solicitation to provide tribal coordination and organizational assistance. The scope of work and assistance was in three categories: inventory; outreach; and recommendation and documentation. Each pueblo or tribe was contacted directly, and meetings were scheduled on-site at each pueblo or tribal office. In a large majority of the interviews, the governor, tribal councilmen, and staff were present. Each meeting followed a typical format that included introductions and a discussion of the purpose of the Long-Range Major Transportation Investment Study (LRMTIS). This conference presentation lists the key points that were shared with each pueblo or tribe, followed by a compilation of concerns, key issues, comments, and requests by pueblos and tribes. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Intergovernmental relations KW - Long range planning KW - Native Americans KW - New Mexico KW - State government KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726672 ER - TY - CONF AN - 00932003 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Smith, L C AU - ARNOLD, R AU - Ruppert, D AU - Transportation Research Board TI - HOOVER DAM BYPASS PROJECT: PERSPECTIVES ON GOVERNMENT-TO-GOVERNMENT CONSULTATION: PRESENTATION NOTES PY - 2002/09 SP - p. 10-18 AB - The Hoover Dam Bypass Project, owned by the Arizona Department of Transportation and the Nevada Department of Transportation, provides an excellent example of tribal involvement in the planning of a major transportation project. This conference presentation discusses the project from three perspectives: the Federal Highway Administration perspective; the American Indian perspective; and the ethnographic perspective. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Bypasses KW - Ethnography KW - Hoover Dam Bypass Project KW - Intergovernmental relations KW - Native Americans KW - Nevada KW - Perspective (Point of view) KW - Planning KW - Project management KW - Tribal government KW - U.S. Federal Highway Administration UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726674 ER - TY - CONF AN - 00932005 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Gene, E AU - Transportation Research Board TI - THE INDIAN OUTREACH PROGRAM PY - 2002/09 SP - p. 25-26 AB - The Indian Outreach Program at the Arizona Department of Transportation (ADOT) is operated out of the Civil Rights Office under the Disadvantaged Business Enterprise (DBE) Program. The Federal Highway Administration has a supportive services program, which has provided funding for states with Native American governments to create this type of program. The ADOT used that funding to hire a staff person to find Native American-owned businesses and to assist these businesses in getting certified under the DBE program. The goal is to increase contracting opportunities on federal-aid projects. It was found that other issues had to be dealt with for projects to be successful. These issues are discussed in this conference presentation, along with the efforts to deal with them. In conclusion, it is pointed out that Arizona is now focusing on establishing relationships with tribes. The ADOT/Tribal Strategic Partnering Team is one such effort. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Certification KW - Contracting KW - Disadvantaged business enterprises KW - Federal aid KW - Intergovernmental relations KW - Native Americans KW - Partnerships UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726676 ER - TY - CONF AN - 00932004 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Swan, J AU - Transportation Research Board TI - NATIVE AMERICAN TRANSPORTATION ISSUES IN ARIZONA: COORDINATION OF STATE AND TRIBAL TRANSPORTATION ISSUES PY - 2002/09 SP - p. 19-24 AB - Native American transportation policy has traditionally focused on the tribal/federal governmental relationship. The relationships between the tribes and the state of Arizona have not played a major role until the recent introduction of the new transportation acts and the emphasis on regional transportation planning for both the tribes and the states. The states have always had a presence on tribal lands wherever there are major highways because in most cases, the state maintains Interstate, primary, and some secondary roadways. Arizona has been working with the 21 tribes in the state on various transportation issues, with successes in areas such as coordinated environmental clearance efforts, joint funding of some projects, and the use of local labor by highway contractors. Arizona and the tribes in Arizona have also had their share of policy conflicts and failures in cooperation on transportation issues, which have resulted from the ongoing debate over tribal/state sovereignty, intergovernmental agreements, coordination of regional planning efforts, right-of-way acquisition and maintenance, and coordination of the reporting of traffic and accident data. Arizona, in cooperation with the Federal Highway Administration, is developing an outreach program to make sure that tribes in Arizona have a greater opportunity to participate in the programming and development of the Arizona transportation program. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Coordination KW - Intergovernmental relations KW - Native Americans KW - Regional planning KW - State government KW - Transportation planning KW - Transportation policy KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726675 ER - TY - CONF AN - 00932006 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Marchand, M E AU - Transportation Research Board TI - THE NEED FOR TRIBAL PARTICIPATION IN TRANSPORTATION POLICY PY - 2002/09 SP - p. 27-33 AB - In this discussion of the need for tribal participation in transportation policy, the following subjects are examined: the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) authorization of four regional tribal centers; the establishing of state/tribal ties; the historical contacts between Indians and Non-Indians; land use planning; jurisdiction; what the tribes want; and the Transportation Equity Act for the 21st Century (TEA-21). U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - History KW - Intergovernmental relations KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Jurisdiction KW - Land use planning KW - Native Americans KW - Regional planning KW - State government KW - Transportation Equity Act for the 21st Century KW - Transportation policy KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726677 ER - TY - CONF AN - 00932000 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - CONFERENCE ON TRANSPORTATION IMPROVEMENTS: EXPERIENCES AMONG TRIBAL, LOCAL, STATE, AND FEDERAL GOVERNMENTS, OCTOBER 18-21, 2001, ALBUQUERQUE, NEW MEXICO PY - 2002/09 SP - 115 p. AB - Native American issues were brought to the Transportation Research Board's Historic Preservation Committee (A1F05) over 7 years ago. Traditional cultural properties are important to Native Americans, as are all aspects of transportation, including economic development, safety, right-of-way, sovereignty, jurisdiction, and training. The Subcommittee on Native American Issues in Transportation was formed to facilitate discussion, research, and illustrations of best practices concerning transportation issues on tribal lands. The subcommittee resolved at the 1999 Transportation Research Board Annual Meeting to have a conference that focused on the complexity of broad transportation issues of importance for Native American nations. The subcommittee chose improving communication between governments as the topic for the conference. This Circular contains the conference presentations. The best practice cases as told by experienced transportation professionals and tribal leaders illustrate how to begin effective government-to-government relationships. Successful case studies demonstrate that the best way to involve other parties in project ideas and have a comfortable resolution is to first have an ongoing relationship between the non-tribal and tribal professional transportation staff. Speakers suggest that all sides are responsible for knowing their counterparts and developing this professional transportation relationship. Tribal-state-federal relationships around transportation program management and operations issues are relatively recent phenomena. The presence of tribal officials in the dialogue has emerged only in the past 20 years with no clear national support, financial or institutional. Understandably this new paradigm for decision making and regional programming for transportation infrastructure must go through a growing stage. Some of the presentations contain strong statements, which naturally arise as participants in the "new paradigm" sort out their roles and learn to work effectively. The Circular also contains a summary of the eight workshop sessions, a description of the field trip to the pueblo of Acoma, a glossary, appendixes containing the conference program and attendees, and welcome letters by New Mexico Governor Gary E. Johnson and Cabinet Secretary Pete K. Rahn. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Best practices KW - Case studies KW - Conferences KW - Decision making KW - Federal government KW - Infrastructure KW - Intergovernmental relations KW - Native Americans KW - Regional planning KW - Regional transportation KW - State government KW - Strategic planning KW - Transportation KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726671 ER - TY - CONF AN - 00932002 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Kozak, J D AU - Transportation Research Board TI - IMPROVING TRIBAL/STATE RELATIONSHIPS FOR TRANSPORTATION INFRASTRUCTURE PLANNING AND DEVELOPMENT PY - 2002/09 SP - p. 7-9 AB - The unique status of Native American tribes as sovereign nations within the United States has required the New Mexico State Highway and Transportation Department (NMSHTD) to reexamine and develop new long-range and short-range planning policies and processes. This conference presentation discusses the approach used by the NMSHTD in developing a framework from which to develop policies and processes to allow for meaningful involvement with the Native American governments. This approach led to a Tribal/State Summit that was held October 14-15, 1999, in Santa Fe, New Mexico. The Summit sought to foster improved Native American government participation in the short-range and long-range planning for transportation infrastructure. Furthermore, the Summit was designed to set forth a framework within which policies and processes could be developed that could ensure better coordination between tribal governments, the state, and federal agencies. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Coordination KW - Federal government agencies KW - Intergovernmental relations KW - Long range planning KW - Native Americans KW - New Mexico KW - Short range planning KW - State government KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726673 ER - TY - RPRT AN - 00938469 AU - LEE, K W AU - Shukla, A AU - Soupharath, N AU - Wilson, J AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - LOW TEMPERATURE CRACKING RESISTANCE CHARACTERISTICS OF RECYCLED ASPHALT PAVEMENT BINDER PY - 2002/08/31 SP - 124 p. AB - An attempt was made to evaluate the rheological and mechanical properties of asphalt blended with binder extracted from recycled asphalt pavement (RAP). This report presents results of the investigation dealing with resistance characteristics against permanent deformation, fatigue and low temperature cracking. Two base asphalt binders (PG 58-28 and PG 64-22) typically used in Rhode Island were blended with RAP binders obtained from two sources at percentage of 0, 10, 20, 30, 40, 50, 75, and 100% based on the total weight of blended asphalt binder. The Dynamic Shear Rheometer (DSR) was used to evaluate the blended asphalt binders at high temperatures, i.e., 52, 58, 64, 70, and 76 deg C and intermediate temperatures, i.e., 19, 22, 25, 28, and 31 deg C. A good linear relationship between log dynamic shear and the amount of RAP binders was obtained from this study. It was also observed that an increase in RAP binder content causes an increase in dynamic shear. It was found that the addition of RAP binder generally increases the resistance against permanent deformation. However, the Superpave criteria of G*sin delta may dictate the maximum amount of RAP addition not to have fatigue cracking. The Bending Beam Rheometer (BBR) test was performed to evaluate the resistance characteristics of blended asphalt binder against thermal cracking at low temperatures, i.e., -6, -12, -18, and -24 deg C. It was observed that the creep stiffness increased and the m-value decreased for all temperatures as the amount of RAP binder content increased. It appears that the addition of RAP did not enhance the binder's resistance characteristic against low temperature cracking. Furthermore, the Superpave criteria of S(t) and m(t) may dictate the maximum amount of RAP not to have low temperature cracking. For the mechanical properties, the fracture toughness test was performed to characterize the fracture behavior. A series of experiments was conducted at loading rate of 152.4 mm per minute to evaluate the fracture toughness of the blended asphalt binders at different temperatures, i.e., 0, -10, and -20 deg C based on the principles of linear elastic fracture mechanics. It was observed that the fracture toughness decreased as a function of RAP binder content. The crack propagation became unstable as the RAP amount was increased and the temperature was decreased. Consequentially, the increase of RAP amount and the decrease of temperature reduced ductility, and brittle fast fracture occurred. The dynamic constitutive behavior of blended asphalt binders was evaluated using the Split Hopkinson Pressure Bar test. It was observed that the performance of the binder was not affected by the addition of RAP binder at room nor at low temperatures. At -20 deg C, there was no significant difference in the average maximum flow stresses, as the RAP binder amount was increased; and the maximum flow strain was decreased, as the RAP binder content was increased. The addition of RAP binder increased the degree of brittle failure. KW - Asphalt pavements KW - Binder content KW - Bituminous binders KW - Brittleness KW - Creep KW - Deformation KW - Ductility KW - Fatigue (Mechanics) KW - Fracture mechanics KW - Linear elastic fracture mechanics KW - Low temperature KW - Mechanical properties KW - Pavement cracking KW - Recycled materials KW - Rheological properties KW - Rheometers KW - Stiffness KW - Superpave KW - Toughness UR - http://ntl.bts.gov/lib/19000/19900/19905/PB2003101376.pdf UR - https://trid.trb.org/view/730690 ER - TY - ABST AN - 01477337 TI - Computer-Based Guidelines for Job-Specific Optimization of Paving Concrete AB - Sub-contract to provide analytical work, laboratory testing, technology transfer, and other activities to support the primary contractor (Transtec) in the development of mix optimization software that integrates a comprehensive range of design criteria, situational variables, and performance parameters. KW - Computer aided design KW - Concrete KW - Optimization KW - Paving KW - Research projects UR - https://trid.trb.org/view/1246936 ER - TY - ABST AN - 01459182 TI - Conduct Evaluation of American Community Survey for Transportation Planning AB - No summary provided. KW - Communities KW - Evaluation and assessment KW - Planning KW - Research projects KW - Surveys KW - Transportation planning KW - United States UR - https://trid.trb.org/view/1227394 ER - TY - ABST AN - 01459064 TI - Highway Software Error Propagation Research AB - No summary provided. KW - Error analysis KW - Errors KW - Highways KW - Proportion KW - Research projects KW - Software UR - https://trid.trb.org/view/1227276 ER - TY - ABST AN - 01459372 TI - Computational Material and Mechanics Methods for Highway Type MTS and Structures AB - No summary provided. KW - Highway design KW - Research projects KW - Structural analysis KW - Structural design KW - Structural mechanics UR - https://trid.trb.org/view/1227585 ER - TY - ABST AN - 01460971 TI - Evaluation of Best Management Practices for Highway Runoff Control AB - The objective of this project is to provide highway practitioners with the scientific and economic information needed for selection and design of best management practices (BMPs) to control highway runoff. KW - Best practices KW - Environmental impacts KW - Groundwater KW - Highway design KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Research projects KW - Runoff KW - Storms KW - Water quality KW - Watersheds UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=752 UR - https://trid.trb.org/view/1229189 ER - TY - RPRT AN - 00932094 AU - Wayson, R L AU - MacDonald, J M AU - El-Aassar, A AU - Arner, W AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - CONTINUED EVALUATION OF NOISE BARRIERS IN FLORIDA PY - 2002/08/22 SP - 97 p. AB - This report details work of a continuing project investigating the effectiveness of in-situ noise barriers in the state of Florida. Data collection started on November 30, 2000 and the last site was visited in May 2002. Broadband (A-weighted) and 1/3 octave band sound levels were measured at locations above the barrier, behind the barrier and in some cases at the end of the barrier for purposes of direct insertion loss estimation. Measurement results from these sites were used to evaluate the effectiveness of the barrier, as well as to evaluate the Federal Highway Administration Traffic Noise Model (TNM), STAMINA 2.0 (using older national reference energy mean emission levels), and STAMINA 2.1 (with Florida specific reference energy mean emission levels) computer prediction models. Additionally, work was begun to determine the meteorological effects on barrier performance and estimation techniques to determine length of the shadow zones created behind highway noise barriers. KW - Computer models KW - Data collection KW - Evaluation and assessment KW - Florida KW - Insertion loss KW - Measurement KW - Meteorological effects KW - Noise barriers KW - Performance KW - Shadow zones KW - Sound level KW - STAMINA (Computer model) KW - Traffic Noise Model UR - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BC355_02_rpt.pdf UR - http://ntl.bts.gov/lib/12000/12200/12234/index.html UR - https://trid.trb.org/view/724343 ER - TY - ABST AN - 01459391 TI - Technical Support for the FHWA NDE Center AB - No summary provided. KW - Research projects KW - Technical assistance UR - https://trid.trb.org/view/1227604 ER - TY - ABST AN - 01459268 TI - Technical and Analytical Support for Developing a Corporate Master Plan for "Raising the Bar" AB - No summary provided. KW - Analysis KW - Master plans KW - Research projects KW - Strategic planning KW - Technical assistance UR - https://trid.trb.org/view/1227480 ER - TY - RPRT AN - 00932077 AU - Polivka, K A 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 LOW-PROFILE BRIDGE RAIL FOR TEST LEVEL 2 APPLICATIONS PY - 2002/08/20 SP - 79 p. AB - A low-profile bridge rail was developed for installations where pedestrians and/or site restrictions prevent the use of conventional bridge rails with transitions. The bridge rail design was constructed using a 22.86-m long reinforced concrete parapet. The entire system measured 508-mm high by 356-mm and 279-mm wide at the top and bottom surfaces, respectively. The research study included one full-scale vehicle crash test, using a 3/4-ton pickup truck. The full-scale test, impacting at a speed of 70.0 km/hr and an angle of 27.1 deg, was conducted and reported in accordance with the requirements specified in National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the low-profile bridge rail was determined to be acceptable according to the Test Level 2 (TL-2) evaluation criteria specified in NCHRP Report No. 350. KW - Bridge railings KW - Compliance KW - Design KW - Height KW - Impact angle KW - Impact tests KW - Length KW - NCHRP Report 350 KW - Parapets KW - Performance KW - Pickup trucks KW - Reinforced concrete KW - Speed KW - Width UR - https://trid.trb.org/view/724326 ER - TY - ABST AN - 01459380 TI - DT 1000 Upgrade to the Thermoelastic Stress Measurement System AB - No summary provided. KW - Bridges KW - Pavements KW - Research projects KW - Stress (Physiology) KW - Thermoelasticity KW - Thermoelectric materials UR - https://trid.trb.org/view/1227593 ER - TY - ABST AN - 01459178 TI - AASHTO Smart Growth Competition Case Studies AB - No summary provided. KW - American Association of State Highway and Transportation Officials KW - Commuting KW - Development KW - Economic growth KW - Research projects KW - Smart structures KW - Urban development UR - https://trid.trb.org/view/1227390 ER - TY - RPRT AN - 00932079 AU - Bielenberg, B W AU - Faller, R K AU - Reid, J D AU - Holloway, J C AU - Rohde, J R AU - Sicking, D L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF A TIE-DOWN SYSTEM FOR TEMPORARY CONCRETE BARRIERS PY - 2002/08/16 SP - 145 p. AB - During construction of highways and bridges, it is common for temporary concrete barriers to be installed near the edge of a roadway or bridge deck during construction. Free-standing temporary barriers placed close to the bridge deck edge pose a major safety hazard to errant vehicles as there is a significant risk for the barrier segments to be propelled off of the bridge. Previous testing of temporary barriers has shown deflections of more than one meter. These large dynamic deflections, in combination with a narrow gap located behind the barriers, would prove sufficient to push the barriers as well as the impacting vehicle off of the bridge deck. In 1998, researchers at the Midwest Roadside Safety Facility at the University of Nebraska, Lincoln were approached to develop a tie-down system for this type of installation. This report details the development and testing of an NCHRP Report 350 compliant tie-down system for use with F-shape temporary concrete barriers. Development of the tie-down system began with the creation and evaluation of several design concepts. Following the researchers' evaluation of the design prototypes, the steel strap tie-down concept was selected for further study. This concept consisted of a steel strap that connected to the barrier joints and then bolted to the concrete bridge deck. The steel strap tie-down was analyzed and redesigned using LS-DYNA finite element computer simulation modeling. The strap tie-down is comprised of a 76-mm x 6.4-mm x 914-mm piece of ASTM A36 steel bent into a trapezoidal shape. Holes are punched in the plate to allow the connecting pin at the barrier joints to pass through the strap as well as allow the strap to be anchored to the bridge deck at each end. Anchoring of the strap to the bridge deck is done using two of 19-mm diameter drop-in anchors for each strap. The steel strap tie-down was bogie tested to evaluate its performance. One full-scale vehicle crash test, test no. ITD-1, was conducted according to Test Level 3 (TL-3) test no. 3-11 found in the NCHRP Report No. 350. The test consisted of a 2,012-kg pickup truck impacting the temporary barrier system at a speed of 97.6 km/h and at an angle of 24.3 deg. The impact occurred 1.2 meters upstream of the barrier joint. Results from the crash test showed that the system safely redirected the impacting pickup truck, and the test was judged to be successful according to the NCHRP Report No. 350 safety performance criteria. Based on the results of the NCHRP Report No. 350 compliance test, it is recommended that this design be approved for use on Federal-aid highways. Recommendations for proper application of the new design are also given. KW - Barriers (Roads) KW - Bridges KW - Compliance KW - Concrete KW - Deflection KW - Design KW - Development KW - Finite element method KW - Impact angle KW - Impact tests KW - LS-DYNA (Computer program) KW - NCHRP Report 350 KW - Performance tests KW - Pickup trucks KW - Portable equipment KW - Recommendations KW - Simulation KW - Speed KW - Steel KW - Temporary barriers KW - Temporary structures KW - Testing KW - Tiedowns KW - Work zones UR - https://trid.trb.org/view/724328 ER - TY - ABST AN - 01459210 TI - Salmon Passage Study AB - No summary provided. KW - Ecology KW - Fishes KW - Passes (Transportation) KW - Research projects KW - Salmon KW - Wildlife UR - https://trid.trb.org/view/1227422 ER - TY - ABST AN - 01459209 TI - Stream Restoration Video AB - No summary provided. KW - Habitat (Ecology) KW - Rehabilitation (Maintenance) KW - Research projects KW - Restoration ecology KW - Streams KW - Videotapes UR - https://trid.trb.org/view/1227421 ER - TY - ABST AN - 01459208 TI - Study of Alternative Strategies in Stream Restoration AB - No summary provided. KW - Alternatives analysis KW - Ecology KW - Research projects KW - Restoration ecology KW - Streambeds KW - Streams UR - https://trid.trb.org/view/1227420 ER - TY - RPRT AN - 00930771 AU - Federal Highway Administration TI - FINDING OF NO SIGNIFICANT IMPACT FOR REPLACEMENT OF THE IOWA 988 BRIDGE IN POTTAWATTAMIE COUNTY, IOWA. IOWA 988 BRIDGE REPLACEMENT OVER PIGEON CREEK, COUNTY ROAD L19, AND THE UNION PACIFIC RAILROAD IN POTTAWATTAMIE COUNTY: ENVIRONMENTAL ASSESSMENT PY - 2002/08/14 SP - v.p. AB - The report contains the Environmental Assessment and comments relating to the proposed action of the reconstruction of the Iowa 988 bridge replacement in Pottawattamie County, Iowa. The report examines the environmental, socioeconomic, and operational effects of the proposed improvements. Based on the information gathered, Iowa DOT has determined that it is necessary to construct a new Iowa 988 bridge to address the following three factors: bridge condition; roadway condition, and travel continuity and rural access. A new bridge will maintain access between I-29 and the City of Crescent, and provide a continued safe and efficient route through this portion of southwestern Iowa KW - Bridge design KW - Environmental impact analysis KW - Environmental impacts KW - Operations KW - Pottawattamie County (Iowa) KW - Safety KW - Socioeconomic factors KW - Structural deterioration and defects UR - https://trid.trb.org/view/719883 ER - TY - ABST AN - 01459381 TI - Commercial Grade, Hot-Rolled Carbon Steel Plates, Etc. AB - No summary provided. KW - Hot rolling KW - Materials KW - Research projects KW - Steel plates UR - https://trid.trb.org/view/1227594 ER - TY - ABST AN - 01459379 TI - GPS Receiver Interface Module (GRIM) with Dynapos and HDRA AB - No summary provided. KW - Global Positioning System KW - Interfaces KW - Modules (Electricity) KW - Research projects UR - https://trid.trb.org/view/1227592 ER - TY - ABST AN - 01463179 TI - Improved Procedures for Safety-Performance Evaluation of Roadside Features AB - The objectives of this research are to prepare improved procedures for the safety-performance evaluation of roadside features and identify research needs for future improvements to the procedures. KW - Highway safety KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Research projects KW - Roadside structures KW - Safety factors KW - Safety management KW - Safety programs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=685 UR - https://trid.trb.org/view/1231404 ER - TY - ABST AN - 01557274 TI - Research for the AASHTO Standing Committee on Planning. Task 21. Adapting the Transportation Planning Process to Meet Fast Paced Customer Requirements AB - The objective of this research is to identify strategic needs of customers of the transportation planning process for faster decision making and to identify ways the transportation planning process can be modified to be more responsive to these faster paced requirements. The products of the research will include recommendations for states and metropolitan planning organizations (MPOs) to meet these needs and recommendations for consideration in future statutory and regulatory changes at the federal level to make the transportation planning process more responsive to the fast pace of changes in needs of the transportation system. The research should be based on interviews with business leaders, state or local economic development directors, developers, executives of large retail companies, technology futurists, elected leaders, Chief Executive Officers (CEOs) of state departments of transportation (DOT's) experts in future trends in logistics and goods movements and other futurists to determine what future requirements will be for faster turnaround of the transportation planning decision making and improvement delivery process. KW - Customers KW - Decision making KW - National Cooperative Highway Research Program KW - Regulatory constraints KW - Research projects KW - State departments of transportation KW - Transportation planning KW - Transportation system management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346934 ER - TY - ABST AN - 01464642 TI - Incorporating Safety into Long-Range Transportation Planning AB - The objective of this research is to develop a guidebook for practitioners that identifies and evaluates alternative ways to more effectively incorporate and integrate safety considerations in long-range statewide and metropolitan transportation planning and decision-making processes. The research should encompass the full range of safety implications of facility and geometric improvements, capacity improvements, operational improvements, population growth and other demographic issues, land use decisions, and human behavior-related issues associated with all surface transportation modes. It should also include recommendations for improvements to the tools, methods, and procedures that support systems, corridor, and project planning. KW - Decision making KW - Long range planning KW - Programming (Planning) KW - Project management KW - Traffic safety KW - Transportation corridors KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=920 UR - https://trid.trb.org/view/1232874 ER - TY - ABST AN - 01459457 TI - Incorporating Safety into Longe-Range Transportation Planning AB - The objective of this research is to develop a guidebook for practitioners that identifies and evaluates alternative ways to more effectively incorporate and integrate safety considerations in long- range statewide and metropolitan transportation planning and decision-making processes. KW - Highway safety KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Long range planning KW - National Cooperative Highway Research Program KW - Research projects KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Transportation safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=920 UR - https://trid.trb.org/view/1227670 ER - TY - ABST AN - 01459378 TI - Accelerometer for HRDS-04 AB - No summary provided. KW - Accelerometers KW - Equipment KW - Research projects KW - Testing equipment UR - https://trid.trb.org/view/1227591 ER - TY - ABST AN - 01459386 TI - Nanoscale Investigation of Cement Hydration by Nuclear Resonant Reaction Analysis AB - No summary provided. KW - Cement KW - Hydration KW - Nanostructured materials KW - Nuclear reactions KW - Research projects KW - Resource extraction UR - https://trid.trb.org/view/1227599 ER - TY - ABST AN - 01459212 TI - Border GIS Project AB - No summary provided. KW - Border regions KW - Geographic information systems KW - Information technology KW - Planning KW - Research projects KW - Transportation planning UR - https://trid.trb.org/view/1227424 ER - TY - RPRT AN - 00939373 AU - Bower, A AU - Federal Highway Administration TI - EXPEDITED CONCRETE BOX GIRDER BRIDGE REMOVALS OVER THE INTERSTATE IN ONE-NIGHT INTERSTATE CLOSURES PY - 2002/08/05 SP - 33 p. AB - As part of the I-235 reconstruction project in Des Moines, Iowa, the East 9th St. and Cottage Grove Bridges over I-235 needed to be removed. The concrete box girder structures could not be removed effectively during the normally allotted 20-minute Interstate closures. A special provision was developed to allow I-235 to be closed for one night for the complete demolition and removal of the bridges. One lane in each direction was to be open the next morning with the entire Interstate open early the following morning. This paper describes the demolition and removal procedures of both bridges, the traffic control measures taken during these processes, and relates which milestones were met and which were not met. KW - Box girder bridges KW - Concrete bridges KW - Demolition KW - Des Moines (Iowa) KW - Highway traffic control KW - Interstate highways KW - Reconstruction KW - Street closure UR - https://trid.trb.org/view/731032 ER - TY - ABST AN - 01460963 TI - Support Service for Highway Driving Simulator AB - No summary provided. KW - Driving simulators KW - Highway safety KW - Research projects KW - Technical assistance UR - https://trid.trb.org/view/1229181 ER - TY - ABST AN - 01459384 TI - LM10 Laser Analog Displacement Sensor Aromat Model AB - No summary provided. KW - Lasers KW - Research projects KW - Sensors UR - https://trid.trb.org/view/1227597 ER - TY - ABST AN - 01459181 TI - Evaluation of Recycled Plastic Products in Terms of Suitability for Stabilization of Earth Slopes AB - Soil nailing has become a popular technique for stabilizing earth embankments. In general, steel pins (nails) are driven deep into the soil and then are connected to an outer layer such as shotcrete over a wire mesh. The nails reinforce the soil, supporting tensile loads and creating a stronger soil mass overall. Soil nailing is a fast, effective method for stabilizing new cuts or strengthening older slopes. Missouri DOT (MoDOT) and the University of Missouri-Columbia (UMC) are in Phase II of a three- phase project to evaluate plastic pins made from recycled plastics as a replacement for steel pins. Phase I of the project demonstrated that plastic pins successfully stabilized a slope near Emma, Missouri. Phase II is expanding the demonstration to an additional four to six sites. However, MoDOT has encountered a problem in that there are dozens of manufacturers that produce plastic pins using different material formulations and processing techniques. This results in significant variability in the engineering properties of different pins. Furthermore, there are no common specifications for quantifying and reporting pin performance, so that different manufacturers characterize their pins using different tests. To solve this problem, MoDOT and UMC will conduct uniform lab-oratory and field tests on different pins so that their properties can be directly compared. In the laboratory, uniaxial compression, 4-point bending and accelerated creep tests will be used to characterize the mechanical behavior of the material (i.e., strength, stiffness, creep, etc.). These tests will be followed by field tests to evaluate the key issue of "drivability," or how well the nails can be inserted into the soil. Once the research is complete, a new phase will begin that will focus on collecting the data and field experiences into standards and guidance documents. This is a new project that started in August 2002. KW - Earthwork KW - Embankments KW - Recycled materials KW - Research projects KW - Shotcrete KW - Slope stability KW - Soil nailing KW - Wire mesh UR - https://trid.trb.org/view/1227393 ER - TY - ABST AN - 01458327 TI - Methodology for Determining the Potential Economic Viability of Intermodal Truck-Rail Facilities in Washington State AB - The general purpose of this research effort is to develop an applied methodology for determining the potential economic viability of intermodal truck-rail facilities. The focus will be on the attributes, characteristics or market situation that are necessary for economic feasibility of an intermodal truck-rail facility. Additional information will be sought on additional attributes that are sufficient for economic feasibility. The first objective is to describe the role of intermodal truck-rail facilities in an overall transportation system context, both conceptually and from the current literature. Second this study will identify inventory or potential factors that contribute to, cause or guarantee economic (not just technical) viability of an intermodal facility. Another objective is to determine whether the list of potential attributes contains practical (real world) factors capable of being quantified and analyzed in an economic feasibility investigation. The research will apply these factors in intermodal truck-rail facility case study settings to determine their appropriateness and relationship to economic viability. Finally the study will recommend a methodology that can be used as a practical decision-making tool by local and state governments, as they consider investments in intermodal truck-rail facilities. KW - Decision making KW - Economics KW - Freight transportation KW - Intermodal transportation KW - Methodology KW - Railroad facilities KW - Railroad transportation KW - Research projects KW - Trucking UR - https://trid.trb.org/view/1226538 ER - TY - RPRT AN - 01442564 AU - Wierwille, W W AU - Hanowski, R J AU - Hankey, J M AU - Kieliszewski, C A AU - Lee, S E AU - Medina, A AU - Keisler, A S AU - Dingus, T A AU - United States. Federal Highway Administration (FHWA) TI - Identification of driver errors: overview and recommendations PY - 2002/08 IS - FHWA-RD-02-003 SP - 321p KW - Accident cause KW - Accident countermeasure KW - Accident record KW - Accident statistics KW - Behavior KW - Crash causes KW - Crash rates KW - Crash records KW - Database KW - Databases KW - Driver behaviour KW - Driver performance KW - Driver performance KW - Drivers KW - Fatalities KW - Fatality KW - Highway safety KW - Road safety KW - Statistics KW - Traffic control devices KW - Traffic control devices KW - Traffic safety UR - https://trid.trb.org/view/1210372 ER - TY - RPRT AN - 01074526 AU - Federal Highway Administration TI - State Project No. 700-26-0239, Federal Aid Project No. HP-T021(015), Bayou Barataria Bridge replacement, Route LA 302, Jefferson Parish : environmental impact statement PY - 2002/08//Volumes held: Draft, Final, Final Appendix KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/833920 ER - TY - RPRT AN - 01074201 AU - Federal Highway Administration TI - I-49 Connector, Lafayette : environmental impact statement PY - 2002/08//Volumes held: Draft, Revised draft, Final(2v) KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/833595 ER - TY - RPRT AN - 01074199 AU - Federal Highway Administration TI - Administrative action, Interstate 4 (I-4/SR 400) Orange, Seminole, and Volusia Counties. : environmental impact statement PY - 2002/08//Volumes held: Draft, Dapp, Final, Final Appendix, Preliminary concept plans B1(fol) KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/833593 ER - TY - RPRT AN - 00989297 AU - Birk, M L AU - Ferster, A AU - Jones, M G AU - Miller, P K AU - Hudson, G M AU - Abrams, J AU - Lerch, D AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration AU - Federal Railroad Administration TI - RAILS-WITH-TRAILS: LESSONS LEARNED. LITERATURE REVIEW, CURRENT PRACTICES, CONCLUSIONS PY - 2002/08 SP - 190 p. AB - This report, prepared at the direction of the U.S. Department of Transportation, examines safety, design, and liability issues associated with the development of shared use paths and other trails within or adjacent to active railroad and transit rights-of-way. This document is intended to explore lessons learned from the experience of rails-with-trails and to suggest practices to enhance safety and security for railroads, transit, and trail users. This report provides information for public agencies, railroads, legal interests, and trail organizations to make informed decisions. KW - Decision making KW - Design KW - Land use KW - Legal factors KW - Liability KW - Literature reviews KW - Public transit KW - Railroads KW - Rails-with-trails KW - Right of way (Land) KW - Safety and security KW - Shared use development KW - State of the practice KW - Trails UR - http://www.fhwa.dot.gov/environment/rectrails/rwt/index.htm UR - https://trid.trb.org/view/755063 ER - TY - RPRT AN - 00988117 AU - Paine, J G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - BEDROCK DEPTH AND SEISMIC VELOCITY ESTIMATES AT SRBA TRAINING SITES IN COMAL, HAMILTON, PECOS, TAYLOR, AND TRAVIS COUNTIES, TEXAS PY - 2002/08 SP - 34 p. AB - During training exercises for TxDOT staff, seismic refraction data were acquired at seven sites in six TxDOT districts using the prototype Seismic Refraction Bedrock Analyzer (SRBA). These data were acquired in a variety of settings that included bedrock depths ranging from a few tens of centimeters to more than 6 meters and bedrock types of sandstone, limestone, and mudstone. Analysis of the data consisted of analyzing first seismic arrivals, attributing the arrivals to a direct wave traveling in the fill below the pavement and a more rapidly propagating wave that is critically refracted along the underlying bedrock surface, and creating seismic velocity models that match the observed first arrivals and allow seismic velocities and bedrock depths to be estimated. SRBA data were acquired on U.S. 281 in the San Antonio district, I-10 in the Midland district, U.S. 84 in the Abilene district, U.S. 290 in the Austin district, U.S. 190 in the Brownwood district, and S.H. 36 in the Waco district. Compressional wave velocities measured in layer 1 and interpreted to represent compacted fill between pavement and bedrock ranged from 551 m/s to 1117 m/s. Compressional wave velocities measured in layer 2 and interpreted to represent bedrock ranged from 1079 m/s in sandstone to 2964 m/s in limestone. Estimated depths to layer 2, interpreted to approximate bedrock depth, ranged from 0.33 m to 6.46 m. Depths to bedrock deeper than 6 m cannot be reliably estimated using the SRBA in its current configuration. The SRBA prototype was easy to deploy, acquired data sufficient for shallow refraction analysis in a few minutes, and was used to produce reasonably accurate estimates of bedrock depth and seismic velocity in bedrock and overlying layers. Further near-term development should include integration of first arrival picking and refraction analysis. Longer-term development might include full integration of data acquisition, first break picking, and refraction analysis in a custom software environment. These improvements would shorten the time required to estimate bedrock depth from an hour or more to near real-time. KW - Bedrock KW - Comal County (Texas) KW - Depth KW - Earthquakes KW - Elastic waves KW - Hamilton County (Texas) KW - Pecos County (Texas) KW - Refraction KW - Seismic refraction bedrock analyzer KW - Seismicity KW - Taylor County (Texas) KW - Travis County (Texas) KW - Velocity UR - http://www.utexas.edu/research/ctr/pdf_reports/5_2990_01_1.pdf UR - https://trid.trb.org/view/753759 ER - TY - RPRT AN - 00980094 AU - Khosla, N P AU - Sadasivam, S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE EFFECTS OF MIXTURE PROPERTIES AND COMPACTION METHODS ON THE PREDICTED PERFORMANCE OF SUPERPAVE MIXTURES PY - 2002/08 SP - 166 p. AB - The Superpave volumetric design method contains no strength or proof test for quality control and quality assurance of mixtures. Accelerated wheel tracking systems, such as the Asphalt Pavement Analyzer (APA) and the North Carolina State University (NCSU) Wheel Tracking Device (WTD), may fulfill the need for a relatively simple and inexpensive performance test. It is imperative that the predictability of these test systems should correlate with the field performance. Moreover, several compaction methods are used to fabricate specimens for performance testing in the laboratory. The compaction methods adopted in the laboratory are expected to simulate the properties of the pavement in the field. It is essential that the laboratory compaction of specimens should be a true indicator of field performance. So, the effects of different compaction methods on the performance of mixtures have been investigated in this study. Laboratory compaction methods such as Superpave Gyratory Compaction (SGC) and Rolling Wheel Compaction (RWC) were compared with the field compaction. Four field sites had been selected for this purpose. The mixtures were identified as Auburn Coarse, Auburn Fine, Charlotte and Kinston. The Auburn mixtures were 12.5mm mixtures whereas the Charlotte and the Kinston mixtures were 9.5mm mixtures. The performance parameters of the mixtures include fatigue and rutting distresses. Various performance evaluation tests were conducted on the field cores and specimens fabricated using the SGC and RWC devices. Performance evaluation was done using test systems such as Shear tester, APA and NCSU WTD. The analysis of test results indicates that the laboratory compacted mixtures tend to be superior in their performance to the field cores. The mixtures compacted using the SGC and the RWC devices have higher stiffness values and lower shear strain values than the field cores. The RWC seems to simulate field compaction better than the SGC. The mixtures which failed to satisfy the Repeated Shear Constant Height (RSCH) test criteria had rut depths greater than 0.5 in., as measured by the APA and NCSU WTD. The mixtures that passed the RSCH tests had rut depths less than 0.5 in. The APA test and the NCSU WTD test can be used as a simulator to examine the rutting susceptibility of a mixture. It is suggested that a rut depth of 0.5 in. could be prescribed in the APA test and the NCSU WTD test as "pass/fail" or "go no-go" criteria. KW - Accelerated tests KW - Asphalt Pavement Analyzer KW - Compaction KW - Cores (Specimens) KW - Correlation analysis KW - Fatigue (Mechanics) KW - Gyratory testing machines KW - Laboratory tests KW - Performance tests KW - Quality assurance KW - Quality control KW - Rolling wheel compaction KW - Rut depth KW - Rutting KW - Shear strain KW - Specimens KW - Stiffness KW - Superpave KW - Wheel tracking device UR - http://ntl.bts.gov/lib/24000/24800/24811/2001-03_Final_Report.pdf UR - https://trid.trb.org/view/740817 ER - TY - RPRT AN - 00974193 AU - Federal Highway Administration AU - Federal Transit Administration TI - PUBLIC INVOLVEMENT TECHNIQUES FOR TRANSPORTATION DECISION-MAKING PY - 2002/08 SP - 256 p. AB - This is a reference work that makes a wide variety of public involvement techniques available to transportation agencies. It includes the 14 techniques originally published in "Innovations in Public Involvement for Transportation Planning." There are four chapters with subsections that group techniques thematically by function. Each chapter ends with a final subsection called "Taking Initial Steps." To assist practitioners in coordinating a full public involvement program, each technique is cross-referenced to other related techniques. The organizing principle for each technique is a series of questions, such as "Why is it useful?" or "What are the drawbacks?" For the transportation community, involving the public in planning and project development poses a major challenge. Many people are skeptical about whether they can truly influence the outcome of a transportation project, whether highway or transit. Others feel that transportation plans, whether at the statewide or metropolitan level, are too abstract and long-term to warrant attention. Often the public finds both metropolitan and statewide transportation improvement programs incomprehensible. How, then, does a transportation agency grab and hold people's interest in a project or plan, convince them that active involvement is worthwhile, and provide the means for them to have direct and meaningful impact on its decisions? This guide gives agencies access to a wide variety of tools to involve the public in developing specific plans, programs, or projects through their public involvement processes. KW - Decision making KW - Guidelines KW - Public participation KW - Transportation planning UR - http://www.planning.dot.gov/publicinvolvement/pi_documents/toc-foreword.asp UR - https://trid.trb.org/view/697962 ER - TY - RPRT AN - 00970594 AU - Bhat, C R AU - Basar, G A AU - Conoor, S S AU - Stinson, M AU - Wobus, L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DESCRIPTION OF DATA ACQUISITION AND DEVELOPMENT OF TRAFFIC INPUTS FOR MOBILE6 PY - 2002/08 SP - 36 p. AB - The Environmental Protection Agency recently released the latest version of MOBILE, MOBILE6 - its first major update to the MOBILE series since 1996. This model will soon become the required standard for air quality conformity and transportation control measure effectiveness analysis. MOBILE6 users can tailor the model to reflect their local conditions by supplying optimal input data instead of the model's defaults, which are derived from national average data. Vehicle registration distribution and vehicle miles traveled (VMT) distribution by vehicle class are two such inputs for which local conditions may vary significantly from national averages. This report describes the development of these two inputs specific to the Dallas-Fort Worth region. The data acquisition efforts are presented followed by a description of the process used to arrive at the required inputs. KW - Air quality management KW - Dallas-Fort Worth Metropolitan Area KW - Data collection KW - MOBILE6 (Computer model) KW - Registrations KW - Vehicle miles of travel UR - http://www.utexas.edu/research/ctr/pdf_reports/4377_2.pdf UR - https://trid.trb.org/view/696566 ER - TY - RPRT AN - 00970602 AU - Tinkey, B V AU - Fowler, T J AU - Klingner, R E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - NONDESTRUCTIVE TESTING OF PRESTRESSED BRIDGE GIRDERS WITH DISTRIBUTED DAMAGE PY - 2002/08 SP - 106 p. AB - Four different nondestructive tests were evaluated for detecting and quantifying the amount of distributed damage in prestressed concrete bridge girders. This was in response to a number of bridges throughout Texas exhibiting premature concrete deterioration due to a combination of delayed ettringite formation and alkali silica reaction. Visual inspection, acoustic emission, short pulse radar, and impact echo are described, and possible procedures to apply these methods to concrete with distributed damage are presented and evaluated. KW - Acoustic emission tests KW - Alkali silica reactions KW - Deterioration KW - Distributed damage KW - Ettringite KW - Girders KW - Impact echo tests KW - Inspection KW - Nondestructive tests KW - Prestressed concrete KW - Radar UR - http://www.utexas.edu/research/ctr/pdf_reports/1857_2.pdf UR - https://trid.trb.org/view/696574 ER - TY - RPRT AN - 00971201 AU - Federal Highway Administration TI - HERS-ST HIGHWAY ECONOMIC REQUIREMENTS SYSTEM-STATE VERSION. PILOT PROGRAM REPORT 2002 PY - 2002/08 SP - 45 p. AB - In February 2001, the Federal Highway Administration (FHWA) initiated the Highway Economic Requirements System-State Version (HERS-ST) Pilot Program to determine the applicability of HERS-ST, or a similar application, at the state level. This report summarizes the results of this pilot program. The pilot program was an important first step in ascertaining the level of interest among the states for a HERS-like tool. FHWA wanted to confirm state interest before committing significant time and resources. The program participants, all state departments of transportation volunteers, were asked to evaluate HERS-ST in the context of their state investment decision-making processes. Over half of the responding participants indicated that HERS-ST would be applicable at either the state or local level. Based on comments submitted by the state participants, FHWA determined that continued support and enhancement of the model are warranted. FHWA has completed a number of initiatives aimed at addressing issues raised by the state participants, most notably, development of a powerful, user-friendly graphical user interface for HERS-ST. In addition, the Office of Asset Management is organizing a HERS-ST Coordinating Committee to synchronize HERS-ST efforts with related efforts throughout the U.S. Department of Transportation. The Office will also develop a long-term research/action plan for HERS-ST that will continue FHWA efforts to provide an appropriate, customer-focused tool in a timely manner. This report marks the completion of the HERS-ST Pilot Program and the beginning of a new generation of the HERS concept. FHWA will continue to use the information gathered from the pilot program as well as future feedback from users to mold HERS-ST into a product that will meet the needs of state transportation officials across the country. KW - Asset management KW - Decision support systems KW - Economic analysis KW - Evaluation and assessment KW - Graphical user interfaces KW - Highway Economic Requirements System KW - Investments KW - Pilot studies KW - State departments of transportation KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/696757 ER - TY - RPRT AN - 00971202 AU - Federal Highway Administration TI - LIFE-CYCLE COST ANALYSIS PRIMER PY - 2002/08 SP - 24 p. AB - Life-cycle cost analysis (LCCA) is an engineering economic analysis tool useful in comparing the merit of competing project implementation alternatives. By considering all of the costs incurred during the service life of an asset, LLCA helps transportation officials to select the lowest cost option. This primer is intended to provide sufficient background for transportation officials to investigate the use of LCCA in evaluating alternative infrastructure investment options. The primer also demonstrates the value of such analysis in making economically sound decisions. LCCA's value as a decision-support tool is contingent upon its proper use. Frequently there are uncertainties as to when and how LCCA should be employed and what assumptions should be made during the course of the analysis. By describing the LCCA methodology and process and by addressing the uncertainties, this primer is intended to encourage a broader application of this important investment tool. KW - Asset management KW - Costs KW - Decision making KW - Decision support systems KW - Economic analysis KW - Infrastructure KW - Life cycle analysis KW - Methodology KW - Project management KW - Service life UR - https://trid.trb.org/view/696758 ER - TY - RPRT AN - 00969940 AU - Ha, H S AU - Seo, J AU - Briaud, J-L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF SETTLEMENT AT BRIDGE APPROACH SLAB EXPANSION JOINT: SURVEY AND SITE INVESTIGATIONS PY - 2002/08 SP - 450 p. AB - Researchers investigated the bump at the end of the bridge by conducting a literature survey, distributing a questionnaire to the 25 districts of the Texas Department of Transportation, and by investigating two bridge sites in Houston, Texas. Some of the most important conclusions from the surveys are: (1) On the average, 25% of all bridges in the USA are affected by the bump problem; this is also the number for Texas bridges; (2) The maintenance cost for the bump problem in the USA is estimated at 100 million dollars per year (1997) and 6.3 million dollars per year in Texas (2001); (3) A tolerable bump has a slope of 1/200 or less; (4) In Texas, the number one reason for the bump is the settlement of the embankment fill followed by the loss of fill by erosion; (5) The problem is worse when the embankment is high and the fill is clay; and (6) The problem is minimized when an approach slab is used and the fill behind the abutment is cement stabilized. The investigations at the two bridge sites with significant bumps indicated that: (1) The soil near the abutment was weaker and wetter than the soil away from the abutment; (2) The soil near the abutment had a relatively high Plasticity Index (PI) for an embankment fill; and (3) There were no voids under the pavement. A bump rating number, BR, and a bump index number, BI, are proposed to document the severity of existing bumps and to evaluate the likelihood of developing a bump at a site, respectively. The recommendations for the soil within 100 ft of the abutment are to: (1) Use controlled quality backfill: PI less than 15, less than 20% passing sieve #200, coefficient of uniformity larger than 3; (2) Compact the soil to 95% of Modified Proctor controlled by inspection with a measurement every 50 sq ft; and (3) If such a backfill cannot be achieved, the embankment fill within that 100 ft zone should be cement stabilized. KW - Backfill soils KW - Bridge approaches KW - Cement treated soils KW - Clay KW - Costs KW - Embankments KW - Erosion KW - Fills KW - Houston (Texas) KW - Literature reviews KW - Maintenance KW - Plasticity index KW - Questionnaires KW - Settlement (Structures) KW - Soil compaction KW - Surveys KW - Texas UR - https://trid.trb.org/view/681126 ER - TY - RPRT AN - 00969827 AU - Helmicki, A J AU - Lenett, M S AU - Hunt, V J AU - Aktan, A E AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - BRIDGE-TYPE SPECIFIC MANAGEMENT OF STEEL-STRINGER BRIDGES IN OHIO - PHASE I: VALIDATION OF TOOLS PY - 2002/08 SP - 242 p. AB - The primary objective of this research has been to rigorously demonstrate that modal analysis and the measure of flexibility extracted from modal test data are effective tools for the condition assessment of structures. Modal test methods and modal flexibility were utilized on a decommissioned 3-span steel girder/concrete deck overpass in Cincinnati, Ohio. The bridge was subjected to various controlled damage and retrofit scenarios. Multiple impact reference testing methods were employed to characterize the as-is condition as well as before and after each induced structural change. A portable, roving, instrumented impact hammer was used to apply impulse force to the test structure at multiple points. Vibratory responses were measured with accelerometers. Impact force and acceleration response signals were acquired and processed into frequency response functions with a dynamic signal analyzer. Modal characteristics were subsequently identified through post-processing of the frequency response functions. Additional data pertaining to the in-situ structural state were acquired through diagnostic truckload testing. The results of the various tests were compared and correlated to evaluate a) the consistency of modal test data, in particular modal flexibility; b) the effectiveness of modal flexibility for assessing existing bridge condition; and c) the sensitivity of modal flexibility to changes in structural state/condition. Finally, test data were used to calibrate a 3D FE model of the structure and track the effects of various damage/retrofit scenarios on model parameters. The research performed revealed: (1) Multiple reference impact testing was a feasible objective condition assessment test method for short-to-medium span steel-stringer bridges; and (2) Modal flexibility provided an accurate measure of in-situ structural flexibility and was reliable as an index for bridge condition assessment and damage identification. It is believed that the nondestructive modal concepts and methods utilized on this test bridge can be applied to commissioned bridges for purposes of health monitoring/condition assessment. KW - Before and after studies KW - Bridges KW - Cincinnati (Ohio) KW - Condition surveys KW - Diagnostic tests KW - Finite element method KW - Frequency response KW - Hammers KW - Load tests KW - Mathematical models KW - Monitoring KW - Nondestructive tests KW - Retrofitting KW - Steel KW - Stringers KW - Vibration UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A85713999 UR - https://trid.trb.org/view/680803 ER - TY - RPRT AN - 00960074 AU - ABRAHAM, D M AU - Baik, H S AU - Gohale, S AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A DECISION SUPPORT SYSTEM FOR SELECTION OF TRENCHLESS TECHNOLOGIES TO MINIMIZE IMPACT OF UTILITY CONSTRUCTION ON ROADWAYS PY - 2002/08 SP - 157 p. AB - The need to replace deteriorating underground utility infrastructure and to expand utility services increases the need for utility conduits to intersect roadways. Open-trench method is currently the most widely used method for installation of underground pipelines and conduits of all sizes. However, open-cut construction has several shortcomings, chief amongst which are: health and safety concerns of workers, surface disturbance, disruption to vehicular/pedestrian traffic and reduction of pavement life. Today, other cost-effective alternatives exist to traditional open-trench construction. These methods are categorized as "trenchless technologies" as they require minimum trenching (excavation). While the benefits of trenchless technology are quite apparent when compared to the conventional open-cut process, it is necessary to carefully evaluate the suitability and appropriateness of trenchless technologies on a project-by-project basis through due consideration of site conditions such as access, right-of-way, geotechnical conditions, etc. Unfortunately, this is not always done due to the lack of a proper evaluation tool that takes into account all the project-specific criteria in a systematic fashion. Consequently, in some instances, the improper use of trenchless technologies has resulted in failures such as heaving or subsidence of the pavement, damage to nearby utilities and facilities, and even fatalities. The primary objectives of this study included the following: a) Development of a Decision Support System for the selection and performance of trenchless technologies for the installation of conduits under roadways; b) Development of specifications for selected trenchless construction methods; and c) Development of a multimedia educational tool to train Indiana Department of Transportation (INDOT) engineers. All these objectives were accomplished. The deployment of the specifications and tools developed as part of this study will be undertaken by the INDOT. KW - Boring KW - Conduits KW - Decision support systems KW - Education and training KW - Horizontal directional drilling KW - Installation KW - Microtunneling KW - Multimedia KW - Occupational safety KW - Pavements KW - Pipe jacking KW - Pipe ramming KW - Pipelines KW - Roads KW - Service life KW - Specifications KW - Traffic delays KW - Trenchless technology KW - Underground construction KW - Underground utility lines UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1531&context=jtrp UR - https://trid.trb.org/view/659854 ER - TY - RPRT AN - 00960068 AU - Appelhans, M AU - Ramirez, J A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE RELATED SPECIFICATIONS FOR CONCRETE BRIDGE SUPERSTRUCTURES - VOLUME 4 - BOND OF EPOXY-COATED BARS WITH EXTRA COATING THICKNESS PY - 2002/08 SP - 8 p. AB - In Volume 4 of the final report, the results of an evaluation of the bond performance of epoxy-coated bars with a coating thickness up to 18 mils are presented. The experimental work on the bond performance of epoxy-coated bars with thickness up to 18 mils indicates that the current AASHTO requirements for development length of epoxy-coated bars up to #8 could be safely extended to coating thickness of up to 18 mils. Thus, no change to the bond specifications is recommended in order to implement the use of bars with diameters up to a #8 with epoxy-coating thickness up to 18 mils. KW - Bond strength (Materials) KW - Bridge decks KW - Bridge superstructures KW - Concrete bridges KW - Epoxy coatings KW - Indiana KW - Performance based specifications KW - Reinforcing bars KW - Thickness UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1640&context=jtrp UR - https://trid.trb.org/view/659848 ER - TY - RPRT AN - 00960073 AU - Lee, H-S AU - Bobet, A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - DESIGN OF MSE WALLS FOR FULLY SATURATED CONDITIONS PY - 2002/08 SP - 163 p. AB - The current design of mechanically stabilized earth (MSE) walls, which is based on limit state analysis, does not apply to undrained conditions. Laboratory and numerical pullout tests are performed to determine the relation between drained and undrained pullout capacities for different soil types (clean sand, 5, 10, 15 and 35% silty sand), overburden pressures (30, 100, and 200 kPa), and scale and permeability effects in the dissipation of excess pore pressures. The results of the pullout tests show that both drained and undrained pullout capacities change as silt content changes since the pullout capacity increases as the internal friction angle of the soil increases. It is also observed that the pullout capacity increases as the overburden pressure increases. Undrained conditions significantly reduce the pullout capacity as much as 50%. This is caused by the generation of excess pore pressures in the soil under rapid loading which decrease the effective stress at the sol-reinforcement interface. The magnitude of the pullout reduction is related to the permeability of the soil since for large permeabilities the dissipation of excess pore pressures is very rapid and no reduction in pullout is produced; in contrast for low permeabilities the dissipation of excess pore pressures is slower than the rate of pullout and thus a reduction occurs. This is confirmed by the experiments that show no reduction in pullout capacity for clean sand, and a large reduction for silty sands. The ratio of undrained to drained pullout capacity changes with silt content and overburden pressure; for 100 and 200 kPa overburden pressure, the ratio is 1.0 for clean sand, 0.67-0.69 for 5% silty sand, 0.77-0.78 for 10%, 0.72-0.73 for 15%, and 0.57-0.59 for 35% silty sand. For 30 kPa overburden pressure, the ratio is 1.0 for clean sand, 0.5 for 5% silty sand, 0.67 for 10%, 0.78 for 15%, and 0.72 for 35% silty sand. It is observed in the numerical analyses that the dissipation of pore pressures is very rapid for permeabilities larger than 0.01 cm/sec, and significantly slow for permeabilities smaller than 0.001 cm/sec. Scale effects are extremely important since as the length of the reinforcement increases the time for pore pressures to dissipate increases. KW - Design KW - Mechanically stabilized earth KW - Numerical analysis KW - Overburden pressures KW - Permeability KW - Pore water pressures KW - Retaining walls KW - Sand KW - Saturated soils KW - Silty sands KW - Soil pullout tests UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1522&context=jtrp UR - https://trid.trb.org/view/659853 ER - TY - RPRT AN - 00960049 AU - Alagusundaramoorthy, P AU - Harik, I E AU - Choo, C C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SHEAR STRENGTH OF R/C BEAMS WRAPPED WITH CFRP FABRIC PY - 2002/08 SP - 33 p. AB - The emergence of high strength epoxies has enhanced the feasibility of increasing the shear strength of concrete beams by wrapping with carbon fiber reinforced polymer (CFRP) fabric. The objective of this investigation is to evaluate the increase in shear strength of concrete beams wrapped with different configurations of CFRP fabric. Shear tests are conducted up to failure on two reinforced concrete control beams and twelve reinforced concrete beams wrapped with four different configurations of CFRP fabric. An analytical procedure is presented to predict the shear strength of beams wrapped with CFRP fabric. Comparisons are made between the test results and the analytical calculations. The shear strength is increased up to 33% on concrete beams wrapped with CFRP fabric at an angle of +/- 45 deg to the longitudinal axis of the beam. KW - Beams KW - Carbon fibers KW - Configuration KW - Fiber reinforced plastics KW - Jacketing (Strengthening) KW - Reinforced concrete KW - Shear strength KW - Shear tests UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_14_SPR_200_99_2F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23775/KTC_02_14_SPR_200_99_2F.pdf UR - https://trid.trb.org/view/659829 ER - TY - RPRT AN - 00960050 AU - Alagusundaramoorthy, P AU - Harik, I E AU - Choo, C C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - FLEXURAL BEHAVIOR OF R/C BEAMS STRENGTHENED WITH CFRP SHEETS OR FABRIC PY - 2002/08 SP - 44 p. AB - The resistance to electrochemical corrosion, high strength to weight ratio, larger creep strain, fatigue resistance, non-magnetic and non-metallic properties of carbon fiber reinforced polymer (CFRP) composites offer a viable alternative to bonding of steel plates in repair and rehabilitation of reinforced concrete structures. The objective of this investigation is to study the effectiveness of externally bonded CFRP sheets or fabric in increasing the flexural strength of concrete beams. Four-point bending flexural tests are conducted up to failure on nine concrete beams strengthened with different layouts of CFRP sheets and fabric, and on three beams with different layouts of anchored CFRP sheets. An analytical procedure, based on compatibility of deformations and equilibrium of forces, is presented to predict the flexural behavior of beams strengthened with CFRP sheets and fabric. Comparisons are made between the test results and the analytical calculations. Results of the testing showed that the flexural strength is increased up to 40% on beams strengthened with two layers of CFRP fabric, 49% on beams strengthened with two 1.42 mm thick CFRP sheets, and 58% on beams strengthened with two anchored 4.78 mm CFRP sheets. KW - Anchored sheets KW - Beams KW - Bend tests KW - Carbon fibers KW - Fiber reinforced plastics KW - Flexural strength KW - Jacketing (Strengthening) KW - Mathematical prediction KW - Reinforced concrete KW - Sheets KW - Thickness UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_13_SPR_200_99_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23776/KTC_02_13_SPR_200_99_1F.pdf UR - https://trid.trb.org/view/659830 ER - TY - RPRT AN - 00960041 AU - Hancher, D E AU - Wang, Yinhi AU - Mahboub, K C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CONTRACTOR PERFORMED QUALITY CONTROL ON KYTC PROJECTS PY - 2002/08 SP - 131 p. AB - This report addresses issues related to transferring the responsibility for quality control from the Kentucky Transportation Cabinet (KyTC) to construction contractors. Surveys of the KyTC, other state departments of transportation, and Kentucky highway contractors were done to identify the advantages, concerns, and modifications of the Contractor Performed Quality Control (CPQC) program. An advisory committee of experienced KyTC engineers, Federal Highway Administration representatives, and contractor representatives met periodically to identify approaches for handling key issues of the program. Several key topics related to CPQC are presented in this report, with emphasis on quality control/quality assurance (QC/QA) administration, QC/QA procedures, quality acceptance and verification testing, and CPQC training. Specific issues related to CPQC pay items in Kentucky are also discussed. Several recommendations have been proposed to enhance the program. If properly implemented, CPQC can improve a contractor's work performance and help relieve the State's burden for inspection. Additional monitoring of the program is necessary to make further improvements and to include other pay items. KW - Acceptance tests KW - Administration KW - Contractors KW - Kentucky KW - Pay items KW - Procedures KW - Quality assurance KW - Quality control KW - Road construction KW - Training KW - Validation UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_26_SPR222_01_1F.pdf UR - https://trid.trb.org/view/659821 ER - TY - RPRT AN - 00941213 AU - Vereen, S AU - Hummer, J E AU - Rasdorf, W AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - A SIGN INVENTORY STUDY TO ASSESS AND CONTROL LIABILITY AND COST PY - 2002/08 SP - 218 p. AB - The main objective of this project was to determine, quantify, and present to the North Carolina Department of Transportation (NCDOT) alternative approaches for meeting the Federal Highway Administration's (FHWA) proposed minimum level of retroreflectivity for signs. This study used knowledge of the current NCDOT sign maintenance practices to synthesize a list of components and alternatives to comply with the standard. The fundamental contribution of the work lies in creating alternative methods to evaluating sign retroreflectivity to ensure compliance with a standard while minimizing the cost and labor required to do so. The four alternatives formulated were: (1) continue with current inspection method; (2) make improvements to current inspection method; (3) implement a sign inventory management system in addition to the current inspection method; and (4) a combination of the second and third alternatives. This report recommends that the fourth alternative be adopted by NCDOT, although it is the most costly alternative. It was also recommended that an evaluation be made periodically to determine what benefits and improvement in sign condition, if any, have resulted from the alternative's implementation. KW - Alternatives analysis KW - Compliance KW - Cost control KW - Inspection KW - Inventory control KW - Liability KW - Maintenance management KW - North Carolina KW - North Carolina Department of Transportation KW - Retroreflectivity KW - Standards KW - Traffic signs KW - U.S. Federal Highway Administration UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2001-16FinalReport.PDF UR - https://trid.trb.org/view/642524 ER - TY - RPRT AN - 00940561 AU - Brodzinski, F R AU - Kamga, C AU - Baker, R AU - New York State Department of Transportation AU - Federal Highway Administration TI - BENEFITS PACKAGE VALUE STUDY PY - 2002/08 SP - 52 p. AB - The initial salary offered by NYSDOT to entry-level civil engineers is below its competition. The salary after the probation period however, is quite competitive. Fringe benefits in most categories meet or exceed those offered by the competition with exception of life insurance and maximum tuition reimbursement per year. It is estimated that the value of NYSDOT's fringe benefit package is $14,352.00. KW - Benefit cost analysis KW - Benefits KW - New York (State) KW - Personnel KW - Retirement KW - Salaries UR - https://trid.trb.org/view/731470 ER - TY - RPRT AN - 00940562 AU - Srinivasan, R AU - University Transportation Research Center AU - Federal Highway Administration TI - CHARACTERISTICS OF TRAFFIC FLOW AND SAFETY IN 55 AND 65 MPH SPEED PY - 2002/08 SP - 38 p. AB - The overall objectives of this research were to assess the effect of the increased speed limit on safety, travel speeds and other unanticipated impacts including the shifts in lane distribution, traffic diversions, and spillover effects, such as increase in average speeds and crashes in highway sections that did not increase their speed limits. In general, an increase in the speed limit does lead to an increase in average speeds, although the magnitude of this increase is less than the increase in the speed limit. The percentage of drivers exceeding 65 mph seems to have increased following the 1987 speed limit legislation that allowed states to increase the speed limit on rural Interstates to 65 mph. Local issues play an important role in how drivers respond to changes in speed limits. KW - Lane changing KW - Rural highways KW - Safety KW - Speed limits KW - Speeding KW - Traffic crashes KW - Traffic flow UR - http://www.utrc2.org/research/assets/1/trafficflow1.pdf UR - https://trid.trb.org/view/731471 ER - TY - RPRT AN - 00939710 AU - Ticatch, J L AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Scientex Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF PUBLIC ATTITUDES AND REACTIONS TO THE "KNOCK THE SOCKS OFF OF OUR CUSTOMERS" SIGNS AND PAINT CAMPAIGN IN CENTRAL PENNSYLVANIA PY - 2002/08 SP - 57 p. AB - This document reports on the attitudes and responses of residents in Central Pennsylvania to the "Knock Your Socks Off" campaign, sponsored by the Pennsylvania Department of Transportation, which implemented low- to moderate-cost improvement projects along four highway corridors in Engineering Districts 3-0 and 8-0. An over-the-telephone survey, conducted December 2001-May 2002, assessed whether the public noticed the roadway improvements and how significant they judged these improvements to be. The survey targeted a four-county study area that included Franklin, Lycoming, Snyder, and York counties. The final report assesses public reaction to the improvements campaign in Districts 3-0 and 8-0. The following questions are addressed: Did the public notice the roadway improvements? Did the improvements represent substantive enhancements over the roadway features they replaced? Were the improvements significant? KW - Attitudes KW - Campaigns KW - Highways KW - Improvements KW - Pennsylvania KW - Public opinion KW - Surveys UR - https://trid.trb.org/view/731163 ER - TY - RPRT AN - 00939696 AU - Bonneson, J AU - Middleton, D AU - Zimmerman, K AU - Charara, H AU - Abbas, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTELLIGENT DETECTION-CONTROL SYSTEM FOR RURAL SIGNALIZED INTERSECTIONS PY - 2002/08 SP - 98 p. AB - Traffic engineers are often faced with operational and safety challenges at rural, high-speed signalized intersections. Vehicle-actuated control, combined with multiple advance detectors, is often used to improve operations and safety. However, this type of detection and control has not always eliminated rear-end or right-angle crashes. Crashes sometimes continue to occur at high-speed intersections, and delays to traffic movements can be unnecessarily long. This project developed and tested a detection-control system that is capable of minimizing both delay and crash frequency at rural intersections. This report documents the work performed, findings, and conclusions reached as a result of the two-year research project. During the first year, an intelligent detection-control system was developed and evaluated. The development consisted of defining the system's functionality and the hardware needed to implement it in the field. The evaluation consisted of using simulation software to exercise the algorithm for a range of traffic and geometric conditions. During the second year, the system was installed at two intersections and evaluated using field data. The results of this evaluation indicated that the system is able to provide equal or lower delays for a reasonable range of speeds, flow rates, and turn percentages. The results also indicate that the system will reduce the number of drivers running the red indication. KW - Algorithms KW - Countermeasures KW - Field tests KW - Installation KW - Intelligent control systems KW - Rear end crashes KW - Red light running KW - Right angle crashes KW - Rural areas KW - Signalized intersections KW - Simulation KW - Software KW - Speed KW - Traffic signal hardware UR - http://tti.tamu.edu/documents/4022-2.pdf UR - https://trid.trb.org/view/731149 ER - TY - RPRT AN - 00939702 AU - Nystrom, H AU - Watkins, S AU - Stone, D AU - Nanni, A AU - University of Missouri, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - LABORATORY AND FIELD TESTING OF FRP COMPOSITE BRIDGE DECKS AND FRP-REINFORCED CONCRETE BRIDGE FOR CITY OF ST. JAMES, PHELPS COUNTY, MO PY - 2002/08 SP - 277 p. AB - The overall objective of this research project was to conduct an extensive study of the behavior and use of glass fiber-reinforced polymer (GFRP) and carbon FRP (CFRP) materials for bridge construction. In particular, GFRP honeycomb sandwich panels were used as bridge panels and steel-supported bridge deck panels and CFRP and GFRP bars were used as internal reinforcement for precast concrete bridge panels. More specifically, this research program provides laboratory characterization of FRP bars and FRP-reinforced concrete (FRP-RC) panels, laboratory characterization of FRP honeycomb sandwich panels and their constituent materials, in-situ characterization of FRP-RC panels and FRP honeycomb sandwich panels, investigation of the durability performance of FRP bars and FRP honeycomb sandwich panels, and evaluation of construction techniques for FRP-RC panels and FRP honeycomb sandwich panels. The research program consisted of a series of investigations in the field and in the laboratory. Four short-span bridges were installed so as to outline the construction-related issues associated with the use of these materials. The bridges are located in a residential area of St. James, Missouri; each bridge utilizes FRP materials in a different structural system to investigate the feasibility of using FRP in each of these applications. In-situ load tests of the constructed bridges were conducted to illustrate the behavior of the overall structures, in terms of panel behavior and installation details. Load testing following construction and at later ages was undertaken allowing the examination of the bridges' long-term performance under ambient outdoor environmental conditions. Finally, the third investigative series dealt with the laboratory characterization of these materials, considering both the overall panel behavior and the individual materials. Investigations focused on determining factors for design using FRP materials in bridge construction. In particular, the necessary material properties, design parameters (e.g., live load impact factors and wheel load distribution factors), and design protocols (e.g., serviceability predictions) were the focus of this research with the ultimate goal being the assistance of industry in developing material and design standards for FRP materials. In this way, the materials may become a viable alternative to traditional materials for the improvement of our Nation's deteriorating infrastructure. KW - Bars (Building materials) KW - Bridge decks KW - Carbon fibers KW - Construction KW - Design standards KW - Durability tests KW - Fiber reinforced plastics KW - Field tests KW - Glass fiber reinforced plastics KW - Honeycomb structures KW - Laboratory tests KW - Load tests KW - Panels KW - Performance tests KW - Properties of materials KW - Reinforced concrete bridges KW - Residential areas KW - Sandwich construction KW - St. James (Missouri) UR - http://library.modot.mo.gov/RDT/reports/Ri00021/RDT02012.pdf UR - https://trid.trb.org/view/731155 ER - TY - RPRT AN - 00939697 AU - Bonneson, J AU - Zimmerman, K AU - Brewer, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ENGINEERING COUNTERMEASURES TO REDUCE RED-LIGHT-RUNNING PY - 2002/08 SP - 122 p. AB - Red-light-running is a significant problem throughout the United States and Texas. It is associated with frequent and severe crashes. Engineering countermeasures represent a useful means of combating the red-light-running problem because they are passively applied (in contrast to enforcement countermeasures which are considered to be overt and punitive) and are in the direct control of the agency responsible for the signal. The objective of this research project was to describe how engineering countermeasures can be used to minimize the frequency of red-light-running and associated crashes at intersections. This report documents the work performed, findings, and conclusions reached as a result of a two-year research project. During the first year, engineering countermeasures were identified and implemented at 10 intersections in five Texas cities. Before-after studies of red-light-running frequency were then conducted at each intersection. Also, the three-year crash history for each intersection was compared to its observed frequency of red-light-running. The findings from these studies indicate that the frequency of red-light-running decreases in a predictable way with decreasing approach flow rate, longer clearance path lengths, longer headways, and longer yellow interval durations. The crash data analyses indicate that right-angle crashes increase exponentially with an increasing frequency of red-light-running. Models for computing an intersection approach's red-light-running frequency and related crash rate are described. Guidelines for selecting appropriate engineering countermeasures and evaluating their performance are provided. KW - Before and after studies KW - Clearance interval (Traffic signal cycle) KW - Countermeasures KW - Headways KW - Performance KW - Red light running KW - Right angle crashes KW - Signalized intersections KW - Texas KW - Traffic engineering KW - Traffic flow rate KW - Yellow interval (Traffic signal cycle) UR - http://tti.tamu.edu/documents/4027-2.pdf UR - https://trid.trb.org/view/731150 ER - TY - RPRT AN - 00933767 AU - Moeller, R AU - Pestinger, J AU - Frierson, M AU - Kennedy, W AU - McCormick, A AU - Muth, C C AU - Myers, John J AU - Scott, P AU - Waymack, S AU - American Trade Initiatives AU - Federal Highway Administration TI - EUROPEAN RIGHT-OF-WAY AND UTILITIES BEST PRACTICES PY - 2002/08 SP - 80 p. AB - As right-of-way acquisition and utilities coordination grow more complex, transportation agencies in the United States are under pressure to streamline the process of providing cleared right-of-way for highway projects. The Federal Highway Administration, the American Association of State Highway and Transportation Officials, and the National Cooperative Highway Research Program sponsored a scanning study of England, Germany, Norway and the Netherlands to review best practices in right-of-way and utilities services. In the countries visited, the U.S. delegation observed a philosophy of sensitivity to the needs of property owners affected by highway projects, as well as innovative techniques for compensating owners. Highway agencies emphasize coordination with utilities to minimize delays. Right-of-way professionals undergo formal education and ongoing training to develop expertise in their field. The scanning team's recommendations for U.S. application include encouraging property owner input by involving owners in the design phase and using an in-depth interview process, creating a voluntary land consolidation pilot program, developing education programs for right-of-way professionals, and promoting greater coordination and communication between State transportation departments and utilities. KW - Best practices KW - Communication KW - Compensation (Land owners) KW - Coordination KW - Education and training KW - England KW - Germany KW - Innovation KW - Netherlands KW - Norway KW - Property acquisition KW - Public utilities KW - Right of way (Land) KW - Study tours UR - http://international.fhwa.dot.gov/eurorightofway/ UR - https://trid.trb.org/view/724865 ER - TY - RPRT AN - 00933731 AU - Sutter, L L AU - Peterson, K R AU - Van Dam, T J AU - Smith, K D AU - Wade, M J AU - Michigan Technological University, Houghton AU - Federal Highway Administration TI - GUIDELINES FOR DETECTION, ANALYSIS, AND TREATMENT OF MATERIALS-RELATED DISTRESS IN CONCRETE PAVEMENTS - VOLUME 3: CASE STUDIES USING THE GUIDELINES PY - 2002/08 SP - 127 p. AB - The performance of concrete pavements can be adversely affected by the concrete's inability to resist the environment in which it is placed. This lack of durability can occur even when the structural design of the pavement is adequate. The distresses that result from this lack of durability are referred to herein as materials-related distress (MRD). This report documents the investigation of MRD in concrete pavements and the development of a set of systematic guidelines for the evaluation of MRD. The guidelines developed cover three major areas of MRD: field distress surveys, pavement sampling, and sample handling; laboratory testing, data analysis, and data interpretation; and treatment, rehabilitation, and prevention. This report is Volume 3 of a three-volume set, and documents the results of the use of the guidelines on in-service concrete pavements. KW - Case studies KW - Concrete pavements KW - Field studies KW - Guidelines KW - Information processing KW - Laboratory tests KW - Materials-related distress KW - Pavement distress KW - Pavement performance KW - Prevention KW - Rehabilitation (Maintenance) KW - Sampling KW - Sampling handling UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/01165/ UR - http://ntl.bts.gov/lib/46000/46500/46519/FHWA-RD-01-165.pdf UR - https://trid.trb.org/view/724832 ER - TY - RPRT AN - 00933730 AU - Van Dam, T J AU - Sutter, L L AU - Smith, K D AU - Wade, M J AU - Peterson, K R AU - Michigan Technological University, Houghton AU - Federal Highway Administration TI - GUIDELINES FOR DETECTION, ANALYSIS, AND TREATMENT OF MATERIALS-RELATED DISTRESS IN CONCRETE PAVEMENTS - VOLUME 2: GUIDELINES DESCRIPTION AND USE PY - 2002/08 SP - 236 p. AB - The performance of concrete pavements can be adversely affected by the concrete's inability to resist the environment in which it is placed. This lack of durability can occur even when the structural design of the pavement is adequate. The distresses that result from this lack of durability are referred to herein as materials-related distress (MRD). This report documents the investigation of MRD in concrete pavements and the development of a set of systematic guidelines for the evaluation of MRD. The guidelines developed cover three major areas of MRD: field distress surveys, pavement sampling, and sample handling; laboratory testing, data analysis, and data interpretation; and treatment, rehabilitation, and prevention. This report is Volume 2 of a three-volume set, and documents the development and use of the guidelines developed. KW - Concrete pavements KW - Field studies KW - Guidelines KW - Information processing KW - Laboratory tests KW - Materials-related distress KW - Pavement distress KW - Pavement performance KW - Prevention KW - Rehabilitation (Maintenance) KW - Sample handling KW - Sampling UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/01164/ UR - https://trid.trb.org/view/724831 ER - TY - RPRT AN - 00932092 AU - McVay, M C AU - Alvarez, V AU - ZHANG, L AU - Perez, A AU - Gibsen, A AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - ESTIMATING DRIVEN PILE CAPACITIES DURING CONSTRUCTION PY - 2002/08 SP - 304 p. AB - The research focused on both evaluating the accuracy of current and past dynamic predictions of static pile capacity, and improving real time assessment of total, skin and tip resistance of driven prestressed concrete piles during driving. Using the Load and Resistance Factor Design (LRFD) framework along with a database of over two hundred piles (static load test vs dynamic measurements), a number of former and current dynamic methods for estimating static pile capacity were evaluated. It was found that the newer methods resulted in a higher percentage of Davisson capacity available for design for a given probability of failure. Also, even though a number of older methods gave higher LRFD phi factors (due to conservative nature), they had a smaller percentage of Davisson capacity available for design due to their low accuracy (large scatter, i.e., high standard deviation). Field assessment (i.e., "real time") of pile capacity with the Pile Driving Analyzer (PDA) from stress wave theory with Case Damping Coefficient, Jc, was found to be one of the more accurate methods at both EOD (End of Drive) and BOR (Beginning of Restrike). Moreover, from statistics, it was determined that a 30% variation in Jc only changed the static pile capacity prediction by 10%. From the database, it was also found that both the static skin to tip ratio, as well as the Jc value could be correlated to the measured dynamic skin to tip ratio. Using 23 piles in the University of Florida - Florida Department of Transportation database, which had both static (load tests) and dynamic data, the proposed method performed equal or better than the CAPWAP (Case Pile Wave Analysis Program) approach. To reduce cost, time, as well obtain more real time dynamic data, a wireless digital instrumentation package was developed and field-tested at SR-54 over Cypress Creek in Florida. Referred to as WAP (Wireless Analysis of Piles), the system is composed of a wireless transmitter and analogue to digital converters with strain and accelerometer instruments, which are cast inside the top and bottom of the pile. The WAP signals at the top of the pile compared very favorably to the PDA traces (externally mounted instrumentation), as well as giving forces and displacements at the bottom of the pile. Due to costs ($300/unit), the WAP system makes it viable to instrument every pile. KW - Accuracy KW - Bearing capacity KW - CAPWAP (Computer program) KW - Coefficients KW - Construction KW - Damping (Engineering) KW - Estimating KW - Load and resistance factor design KW - Pile driving KW - Piles (Supports) KW - Skin resistance KW - Static and dynamic tests KW - Wireless analysis of piles UR - https://trid.trb.org/view/724341 ER - TY - RPRT AN - 00932384 AU - Federal Highway Administration AU - Federal Transit Administration TI - METROPOLITAN ITS INTEGRATION: A CROSS-CUTTING STUDY - WORKING TOGETHER TO IMPROVE TRANSPORTATION PY - 2002/08 SP - 28 p. AB - The purpose of this report is to inform transportation managers and decision-makers of the value of Intelligent Transportation Systems (ITS) integration. The report is intended for operations and planning departments of transportation-related agencies, include: state and local transportation and public works departments, metropolitan planning organizations, transit properties, and emergency response agencies. The U.S. Department of Transportation engaged in an effort to track ITS deployment and integration in 78 of the Nation's metropolitan areas. This report examines four of those areas in detail: Atlanta, Georgia; Minneapolis-St. Paul, Minnesota; Seattle, Washington; and Washington, DC. Representatives from various agencies in each of the selected regions were interviewed about their respective region's ITS integration efforts. KW - Atlanta (Georgia) KW - Emergency medical services KW - Improvements KW - Integration KW - Intelligent transportation systems KW - Metropolitan areas KW - Metropolitan planning organizations KW - Minneapolis (Minnesota) KW - Public transit KW - Public works departments KW - Saint Paul (Minnesota) KW - Seattle (Washington) KW - Transportation planning KW - Washington (District of Columbia) UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13672.html UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13672_files/13672.pdf UR - https://trid.trb.org/view/724455 ER - TY - RPRT AN - 00931931 AU - McNeill, A V AU - Perkins, S AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - TOWARD ENHANCING ESTIMATES OF KENTUCKY'S HEAVY TRUCK TAX LIABILITIES PY - 2002/08 SP - 40 p. AB - To ensure the integrity of Kentucky's system of self-reported tax liabilities submitted by trucking firms, Kentucky has an ongoing audit system. The effectiveness of the audit depends, to some degree, on estimates of overall tax liabilities. Estimation tools are required in order for tax administrators and auditors to know how many tax dollars are owed to the state from commercial trucking taxes. The focus of this report is the effectiveness and reliability of the current models employed to calculate the weight-distance tax and fuel surtax liabilities. As currently constituted, these models suggest that there may be a significant difference between estimated tax liabilities and revenues actually collected from these taxes. This report examines the current methodology utilized to estimate potential tax liabilities to determine if such estimates may be enhanced and verified. It also raises some questions regarding the sampling methods utilized in the models that determine the frequency distribution of heavy carrier registered weights on Kentucky's roadways. The critique concludes that the current methodology has limitations, which may lead to less than reliable results and, as a consequence, total commercial truck tax liability estimates may be either overstated or understated. The report also explores the possibility of using other data as a means of developing alternative models to calculate the aforementioned tax liabilities. KW - Alternatives analysis KW - Auditing KW - Commercial vehicle operations KW - Estimates KW - Kentucky KW - Mathematical models KW - Reliability (Statistics) KW - Self-reported tax liabilities KW - Taxation KW - Trucking UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_21_UI-1_01_1F.pdf UR - http://ntl.bts.gov/lib/19000/19700/19716/PB2003100047.pdf UR - https://trid.trb.org/view/724274 ER - TY - RPRT AN - 00931929 AU - Crouch, L K AU - Honeycutt, K AU - Dunn, T AU - Maxwell, R AU - Huo, S AU - Goodwin, W A AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - COMPARISON OF AASHTO PLASTIC PCC AIR DETERMINATION TECHNIQUES PY - 2002/08 SP - 52 p. AB - A field investigation of the four current American Association of State Highway and Transportation Officials (AASHTO) Standard Test Methods for determining air content of plastic portland cement concrete (PCC) was conducted. The four methods are: (1) Air Content of Freshly Mixed Concrete by the Pressure Method, AASHTO T 152-97; (2) Air Content of Freshly Mixed Concrete by the Volumetric Method, AASHTO T 196-96; (3) Mass per Cubic Meter (Cubic Foot), Yield, and Air Content (Gravimetric) of Concrete, AASHTO T 121-97; and (4) Air Content of Freshly Mixed Concrete by the Chace Indicator, AASHTO T 199-00. Duplicate air tests were conducted on 32 three-cubic-yard field batches of Tennessee Department of Transportation (TDOT) Class A PCC using all four currently available AASHTO plastic PCC air determination techniques. Methods were compared statistically using the range of the duplicate tests. Further, the research team analyzed method mechanics, applicability, logistics and costs. The research team recommends that the TDOT continue using the pressure method for normal weight aggregate concrete and the volumetric method for lightweight aggregate concrete. The two methods had similar precision and accuracy for TDOT Class A PCC. In the vast majority of cases, the true air content of TDOT Class A PCC appears to be below the observed value produced by the pressure method and above the observed value produced by the volumetric method. The gravimetric method and Chace Air Indicator were found to have several disadvantages when compared to current TDOT methods. The recommendations are based primarily on mechanics and applicability. KW - Accuracy KW - Air content KW - American Association of State Highway and Transportation Officials KW - Portland cement concrete KW - Precision KW - Recommendations KW - Test procedures UR - http://ntl.bts.gov/lib/19000/19800/19818/PB2003100514.pdf UR - https://trid.trb.org/view/724272 ER - TY - RPRT AN - 00931924 AU - Bentz, D P AU - Clifton, J R AU - Ferraris, C F AU - Garboczi, E J AU - National Institute of Standards and Technology AU - Federal Highway Administration TI - TRANSPORT PROPERTIES AND DURABILITY OF CONCRETE: LITERATURE REVIEW AND RESEARCH PLAN PY - 2002/08 SP - 63 p. AB - The increased emphasis on life-cycle cost analysis for building projects requires that new attention be focused on the service life and durability of concrete structures. While concrete is typically specified based on compressive strength and slump, it is well recognized that durability is most influenced by the transport properties of the concrete such as diffusivity, permeability and sorptivity. This report reviews the state of the art for measurement of transport properties in the laboratory and field and discusses the linkages between transport properties and models for various deterioration processes of relevance to highway concretes. Based on this review, a preliminary research approach and testing guidelines are presented for evaluating the durability of new and existing concretes for pavements. A key feature of the overall approach will be the development of a general model relating concrete sorptivity to spalling damage for three common degradation phenomena: sulfate attack, alkali-silica reaction, and freeze/thaw scaling. KW - Alkali silica reactions KW - Concrete KW - Concrete pavements KW - Concrete structures KW - Deterioration KW - Diffusivity KW - Durability KW - Field tests KW - Freeze thaw durability KW - Laboratory tests KW - Life cycle costing KW - Literature reviews KW - Moisture content KW - Permeability KW - Research KW - Service life KW - Sorption KW - Spalling KW - State of the art KW - Sulfates KW - Transport properties (Physics) UR - https://trid.trb.org/view/724267 ER - TY - RPRT AN - 00931927 AU - Rasmussen, R O AU - Mauricio, J AU - Colorado Department of Transportation AU - Federal Highway Administration TI - OPTIMIZATION OF CONCRETE PAVEMENT MIX DESIGN IN COLORADO, PHASE I PY - 2002/08 SP - 30 p. AB - The most expensive ingredient in portland cement concrete pavement (PCCP) is portland cement. The Colorado Department of Transportation (CDOT) has had some success in reducing the requirement from 565 lb of portland cement per cu yd of concrete mix to 480 lb per cu yd on some selected projects. Can total cementitious content for concrete pavements be reduced to 565 lb (452 lb cement and 113 lb fly ash) and still be durable? In this report, an engineering analysis is documented representing Phase I of a study to evaluate potential durability issues stemming from the use of lowered cement contents in PCCP mixes specified by CDOT. Although some of the concrete pavements evaluated in this study did possess moderate to high distress levels, the structural design is believed to be the predominant factor leading to the observed failures. This phase of the overall study has revealed that concrete pavements constructed with lower cement contents than CDOT's requirements possessed durability characteristics expected of typical concrete paving mixtures. Based on the findings of the first phase of the study, reducing the total cementitious content of PCCP mixes to 565 lb total cementitious material (452 lb cement and 113 lb class F fly ash) is recommended. KW - Cement content KW - Colorado KW - Concrete pavements KW - Durability KW - Fly ash KW - Mix design KW - Optimization KW - Pavement distress KW - Portland cement UR - http://www.dot.state.co.us/publications/PDFFiles/MixOptimization.pdf UR - http://ntl.bts.gov/lib/19000/19800/19804/PB2003100469.pdf UR - https://trid.trb.org/view/724270 ER - TY - RPRT AN - 00931925 AU - Wierwille, W W AU - Hanowski, R J AU - HANKEY, J M AU - Kieliszewski, C A AU - Lee, S E AU - Medina, A AU - Keisler, A S AU - Dingus, T A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - IDENTIFICATION AND EVALUATION OF DRIVER ERRORS: OVERVIEW AND RECOMMENDATIONS PY - 2002/08 SP - 341 p. AB - Driver error is cited as a contributing factor in most automobile crashes, and although estimates vary by source, driver error is cited as the principal cause of from 45% to 75% of crashes. However, the specific errors that lead to crashes, and the nature of driver error contributions to crash circumstances often cannot be specified. Rather, driver error has been used as a catchall category when machine failures have been ruled out. This report describes an effort to gather more specific information about the driver errors that lead to crashes, the relative influences that various driver errors have in causing crashes, and the degree to which current infrastructure features may contribute to driver errors. This project's objectives were to: (1) develop driver error taxonomies, (2) identify the causes of errors within taxonomic categories, (3) gather data to further develop these taxonomies, and (4) provide recommendations for improvements to traffic control devices, roadway delineations, and accident reporting forms. This report summarizes the tasks that were conducted in support of these project objectives. One highlight of the project was a site surveillance effort in which video cameras recorded over 1,200 traffic events caused by driver error. Analysis of these events included the development of infrastructure-based countermeasures to reduce the number of incidents caused by driver error. KW - Countermeasures KW - Crash causes KW - Design KW - Driver errors KW - Infrastructure KW - Taxonomy KW - Traffic crashes KW - Traffic incidents KW - Traffic surveillance KW - Video cameras UR - http://ntl.bts.gov/lib/33000/33700/33774/FHWA-RD-02-003.pdf UR - https://trid.trb.org/view/724268 ER - TY - RPRT AN - 00929269 AU - Bank, F G AU - Irwin, C L AU - Evink, G L AU - Gray, M E AU - Hagood, S AU - Kinar, J R AU - Levy, A AU - Paulson, D AU - Ruediger, B AU - Sauvajot, R M AU - American Trade Initiatives AU - Federal Highway Administration TI - WILDLIFE HABITAT CONNECTIVITY ACROSS EUROPEAN HIGHWAYS PY - 2002/08 SP - 64 p. AB - Habitat and wildlife resources around the world have diminished to the point that transportation agencies are being asked to address impacts to these resources when implementing improvements to transportation systems. The Federal Highway Administration (FHWA), American Association of State Highway and Transportation Officials (AASHTO), and the National Cooperative Highway Research Program (NCHRP) sponsored an international technology scan to learn what actions are being taken in Europe to address habitat and wildlife issues. A delegation of federal, State, and conservation group representatives visited Slovenia, Switzerland, Germany, France, and the Netherlands to observe and document efforts in Europe. As a result of the trip, the team formed conclusions and recommendations for U.S. applications in the areas of policy, communications, guidance manuals, and research. In particular, the group recommends (1) including wildlife/transportation issues in the FHWA and AASHTO strategic plans; (2) creating a central source of contact for international exchange of information; (3) developing a number of guidance manuals pertaining to assessment methodologies, interagency coordination, terminology, and structures design; (4) using pooled funds to study connectivity needs for all types of wildlife; and (5) funding a national connectivity study. KW - Communications KW - Connectivity KW - Europe KW - Financing KW - Fragmentation KW - France KW - Germany KW - Guidelines KW - Habitat (Ecology) KW - Impacts KW - Information management KW - Manuals KW - Netherlands KW - Policy KW - Pooled funds KW - Recommendations KW - Research KW - Slovenia KW - Strategic planning KW - Study tours KW - Switzerland KW - Transportation KW - Wildlife UR - http://international.fhwa.dot.gov/Pdfs/wildlife_web.pdf UR - https://trid.trb.org/view/719133 ER - TY - JOUR AN - 00927968 JO - Public Roads PB - Federal Highway Administration AU - Wang, H AU - Hasson, P AU - Lister, M AU - Federal Highway Administration TI - SAFER ROADS THANKS TO ITS PY - 2002/08 VL - 65 IS - 6 SP - p. 14-18 AB - Each year, 6 million crashes occur on U.S. highways, killing more than 41,000 people and injuring approximately 3.4 million others at a cost of more than $230 billion, according to the National Highway Traffic Safety Administration. Despite these distressing statistics, driving has become safer in recent years, thanks to public information and education campaigns, standardization of automobile safety features, and improved vehicle crashworthiness and highway design. Intelligent Transportation Systems (ITS), ranging from information processing and communications to traffic control devices and electronics, have also contributed to improved roadway safety. This article gives a brief overview of ITS technologies currently deployed and under development to help demonstrate the value these applications have in improving highway safety. KW - Automobile driving KW - Crash injuries KW - Crashes KW - Fatalities KW - Highway safety KW - Highway transportation KW - Intelligent transportation systems KW - Traffic control devices KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02may/03.cfm UR - https://trid.trb.org/view/721740 ER - TY - ABST AN - 01557263 TI - Research for the AASHTO Standing Committee on Planning. Task 7(2). Development of a Multimodal Tradeoffs Methodology for Use in Statewide Transportation Planning: Application of the Framework AB - The purpose of this task is to apply the framework in real-world situations, using data from state departments of transportation (DOTs). An initial case study will be carried out with Washington DOT to test the concept. This task is intended to initiate the first of several case studies applying the methodology in different context settings. KW - Methodology KW - Multimodal transportation KW - National Cooperative Highway Research Program KW - Real time information KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1249 UR - https://trid.trb.org/view/1346923 ER - TY - ABST AN - 01543079 TI - Development of Smoothness Specifications for ACHM Pavements AB - This project will consist of, but not limited to, the following: (1) an examination of the Arkansas Highway and Transportation Department's (AHTD's) current smoothness specifications; (2) elimination of the ten-foot straight edge for acceptance purposes; (3) compilation of other State Highway Agencies' smoothness specifications; and (4) creation of new smoothness specifications for ACHM pavements. KW - Acceptance tests KW - Arkansas KW - Development KW - Pavement performance KW - Research projects KW - Smoothness KW - Specifications KW - Technological innovations UR - https://trid.trb.org/view/1329735 ER - TY - RPRT AN - 01164286 AU - Tabler, Ronald D AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Safety Improvement Study: Interstate-80 Mile 325-335 PY - 2002/07/31/Final Report SP - 112p AB - The high incidence of crashes between Mile 325-335 on Interstate Highway 80 (I-80) has prompted allocation of funds to install additional road and weather monitoring instrumentation and signs. The objective of this study was to determine what instrumentation is needed, the optimal locations for the equipment, and the design of other mitigation measures, such as snow fences, that can reduce crash incidence. The study focused on winter weather conditions, which are associated with the excessive number of crashes in this area. Crash records over the last 5 years were analyzed to identify specific problem locations, and to determine the correlation with road and weather conditions. Real-time observations and infrared pavement temperature measurements on fifteen dates over the 2001-02 winter helped to identify causes contributing to adverse conditions and the optimal locations and specifications for sensors and signs. Because a large percentage of crashes are related to the effects of blowing snow on road surface conditions and driver visibility, the study identified where additional snow fence protection is required, including the location and design of specific fences. Among the safety improvement recommendations are installation of a CCTV system, road weather information system (RWIS) upgrading, installation of a visibility sensor, installation of a precipitation gauge, installation of non-invasive traffic speed monitors, and installation of dynamic message signs. KW - Closed circuit television KW - Countermeasures KW - High risk locations KW - Instrumentation KW - Interstate 80 KW - Interstate highways KW - Location KW - Monitoring KW - Rain gages KW - Road weather information systems KW - Sensors KW - Snow fences KW - Speed detectors KW - Variable message signs KW - Visibility KW - Weather conditions KW - Winter KW - Wyoming UR - https://trid.trb.org/view/924805 ER - TY - RPRT AN - 00939706 AU - Manbeck, H B AU - Janowiak, J J AU - Olorunisola, A AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - CYCLIC LOAD TESTING OF WELDABLE SHEAR CONNECTORS FOR GLULAM DECKS ON BRIDGE GIRDERS PY - 2002/07/31 SP - 20 p. AB - The overall objective of the research reported was to determine the residual shear strength and stiffness of a weldable shear stud-epoxy grout connector system for attaching glulam decks to steel bridge girders after long term (15M cycles) cyclic shear loading. Specific objectives were to determine the load-slip characteristics of the connector system after 15M load cycles and to prepare an appropriate addendum to the Pennsylvania Department of Transportation's BCL-560M, Standard Plans for Hardwood Glulam Highway Bridges, based on the measured residual strength and stiffness after 15M load cycles. Ten test specimens, five with load parallel to the wood grain and five with load perpendicular to the wood grain, were loaded cyclically to 2,200 lb of shear load. Shear strength and stiffness were measured after one and 15M cycles of load from static tests on a Universal Testing Machine. Secondary measures of shear stiffness were measured after 1,000, 10,000, 100,000, 400,000, 1M, 2M, 4M, 6M, 8M, 10M, 12M, 14M and 15M load cycles. One specimen failed prematurely after approximately 6.9M load cycles. The failure mode for this specimen was combined bending and shear failure of the steel stud due to faulty specimen mounting in the test jig. All other specimens were still sound after 15M load cycles. The failure mode for each of the nine specimens, when loaded to failure in static tests, was plastic hinge development at the interface between the shear stud and the attached steel plate. There was no evidence of wood failure in any of the specimens at ultimate strength. The residual strength of the connector system after 15M load cycles of fatigue loading to 2,200 lb was 92.8% and 87.7%, respectively, of the original strength for loading parallel and perpendicular to the grain. The normalized average shear stiffness (Ratio of stiffness after 15M load cycles to the stiffness after one load cycle) of the parallel and perpendicular to grain specimens was 0.48 and 0.74, respectively. These results indicate that the addendum sheet submitted in the final report for Work Order 97 of Prime Agreement No. 359704 in December, 2001 for the weldable shear stud-epoxy grout connector system for the BLC-560M, Standard Plans for Hardwood Glulam is still appropriate, without change, for bridges with a 100 year life cycle at 400 average daily truck traffic. KW - Bridge decks KW - Cyclic tests KW - Epoxy resins KW - Failure analysis KW - Girders KW - Grout KW - Highway bridges KW - Load tests KW - Residual shear strength KW - Static tests KW - Steel KW - Stiffness KW - Stud connectors KW - Wooden bridge decks UR - http://ntl.bts.gov/lib/19000/19900/19991/PB2003101944.pdf UR - https://trid.trb.org/view/731159 ER - TY - ABST AN - 01458605 TI - Emergency Vehicle Network Delay (EVND) Phase 2 AB - Traffic signal preemption temporarily alters normal signal time allocations in some manner. It gives preference to the movement of the preempting emergency vehicle (EV) through intersections, with limited regard to the effect the preemption may have on other vehicles on the facility. The character and significance of the effect depends on the geometric characteristics, the size and complexity of the facility, the traffic loading and traffic mix, the number and characteristics of the emergency vehicles requesting preemption, and the signal control methodology and the signal timing patterns in use. The objective of this project is to evaluate the impact that granting a signal preemption to an emergency vehicle has on subsequent emergency vehicle(s), when the vehicles are operating over a network of roads, where many or most of the intersections are signalized, and the signals are coordinated. KW - Emergency vehicles KW - Networks KW - Research projects KW - Signal devices KW - Signalized intersections KW - Traffic delays KW - Traffic signal timing KW - Traffic signals UR - https://trid.trb.org/view/1226816 ER - TY - ABST AN - 01459385 TI - Fieldpoint Modular I/O System AB - No summary provided. KW - Field tests KW - Input output devices KW - Research projects UR - https://trid.trb.org/view/1227598 ER - TY - ABST AN - 01460985 TI - Safety Impacts and Other Implications of Raised Speed Limits on High-Speed Roads AB - The objectives of this research are to determine the effects of raised speed limits on high-speed roads and, based on the results, to recommend models and procedures that will assist highway agencies to determine when and where speed limits should be changed. KW - High speed vehicles KW - Highway safety KW - National Cooperative Highway Research Program KW - Research projects KW - Speed limits KW - Traffic safety KW - Traffic speed UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=449 UR - https://trid.trb.org/view/1229203 ER - TY - ABST AN - 01459188 TI - Conduct Study on the National Scope and Potential for Improvement of State Economic Development Hwy Program AB - No summary provided. KW - Economic analysis KW - Economic development KW - Highways KW - Improvements KW - Research projects KW - State government UR - https://trid.trb.org/view/1227400 ER - TY - ABST AN - 01459382 TI - FY02 Performance Measures Allotment in STR AB - No summary provided. KW - Performance evaluations KW - Performance tests KW - Research projects UR - https://trid.trb.org/view/1227595 ER - TY - ABST AN - 01459312 TI - Aggregate Properties and Their Relationship to the Performance of Superpave-Designed HMA: A Critical Review AB - The objective of this project is to conduct a review of the technical literature to identify consensus, source, and other aggregate properties that significantly impact HMA performance. KW - Aggregates KW - Asphalt pavements KW - Hot mix asphalt KW - Literature reviews KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Research projects KW - Superpave UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=969 UR - https://trid.trb.org/view/1227525 ER - TY - ABST AN - 01458326 TI - Seismic Behavior and Retrofit of Bridge Knee Joints AB - The overall goals of this research are to obtain a better understanding of the seismic behavior of existing knee joints and to develop and evaluate the effectiveness of the retrofit measures for improving their performance in outrigger bents. The four objectives proposed in this project are to: (1) evaluate and define the vulnerabilities of outrigger bents under seismic and gravity loadings; (2) develop appropriate retrofit measures for outrigger knee joints that address the identified vulnerabilities; (3) evaluate through experimental testing the feasibility and benefits resulting from retrofit measures applied to outrigger bents; and (4) draw conclusions and make recommendations for practical retrofit methods for improving the performance and safety of outrigger bents in bridges. KW - Bents KW - Bridges KW - Earthquake resistant design KW - Joints (Engineering) KW - Knee KW - Outrigger knee joints (Structures) KW - Recommendations KW - Research projects KW - Retrofitting KW - Seismic behavior KW - Vulnerability tests UR - https://trid.trb.org/view/1226537 ER - TY - ABST AN - 01463148 TI - Core Program Services For A Highway Research, Development, and Technology Program AB - The objective of this project is to provide a mechanism for State transportation departments to support the TRB #039 core program and services. KW - Development KW - Highways KW - Implementation KW - Information storage and retrieval systems KW - Research KW - Research projects KW - Technological innovations KW - Transportation planning KW - Transportation Research Board UR - https://trid.trb.org/view/1231373 ER - TY - ABST AN - 01459198 TI - Pedestrian and Bicycle Information Center AB - No summary provided. KW - Bicycle travel KW - Highway safety KW - Information display systems KW - Information dissemination KW - Information services KW - Pedestrians KW - Research projects UR - https://trid.trb.org/view/1227410 ER - TY - ABST AN - 01459180 TI - Research for Mobile Source Air Toxics and Particulate Matter AB - No summary provided. KW - Air pollution KW - Mobility KW - Particulates KW - Research KW - Research projects KW - Toxicity UR - https://trid.trb.org/view/1227392 ER - TY - RPRT AN - 00942435 AU - Richardson, T M AU - Fairmont State College, Fairmont AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - ON THE VALIDITY OF SLOPE INCLINOMETER DATA PY - 2002/07/15 SP - 103 p. AB - A slope inclinometer is a wheeled instrument probe connected to a readout unit via a cable that is commonly used to monitor lateral earth movement. A high precision ABS casing containing guide grooves is inserted into an augured test hole that is restricted against movement at the base. The grooves provide a guided path for the wheels to track and capture movement in the specified planes. The casing is oriented in the expected direction of movement, typically identified as the A-plane. Movement in the perpendicular direction, or B-Plane, can also occur. This is an indication that the slip is somewhere between the two principal planes or an error in installation has occurred. An older probe and readout unit were given to the researcher for use on another research project. The unit was sent to the Slope Indicator Company to retrofit the wheels to fit inside the medium sized casing. To provide a check on the data collected, the researcher borrowed an instrument from a local consulting firm and readings were taken with both instruments. When comparing the data from the two instruments, mirrored images were suggested. Funding was requested to help discern the movement being detected with the given set-up. An experimental frame was built around the casing to allow for physical measurements. Both instruments were tested alone and by switching the readout units. The tests suggest that the given set-up flipped both the planes and directions such that A0 was actually reading B180, A180 was actually reading B0 and so on. Based on these results, it is assumed that when the wheels were replaced, they were put on backwards. This would result in the A and B planes being switched. In addition, the switch on the readout box snapped in cold weather and was apparently replaced incorrectly. This would account for the positive and negative readings being reversed. While resolving the issues stated, this applied research effort provides a summary of data interpretation methods to assist with detecting sources of error, identifying errors, and methods for correcting them. The Slope Indicator was also used by the researcher to monitor piles used to form a wall to stabilize a landslide on another research project. The casing was attached to the inside flange of the piles and the relative movement of the casing suggested pile deformation. Fifteen piles and five slope holes were monitored at three different sites. Atypical approaches used by other researchers are included in this report to comprise a complete document on the validity of slope inclinometer data. KW - Earth movements (Geophysics) KW - Errors KW - Inclinometers KW - Measurement KW - Monitoring KW - Validation UR - https://trid.trb.org/view/643171 ER - TY - ABST AN - 01460990 TI - Rail-Freight Solutions to Roadway Congestion AB - The objective of this project is to develop a Guidebook for assessing the merits of public investment in rail-freight solutions to relieve roadway congestion and for applying tools that demonstrate how best to incorporate rail-freight into urban and intercity transportation decision-making. KW - Decision making KW - Freight and passenger traffic KW - Freight traffic KW - Investments KW - National Cooperative Highway Research Program KW - Pollution control KW - Research projects KW - Traffic congestion KW - Truck traffic KW - Urban transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=917 UR - https://trid.trb.org/view/1229208 ER - TY - ABST AN - 01459309 TI - Dynamic Shear Rheometer DSR for Asphalt Team Binder Laboratory AB - No summary provided. KW - Asphalt KW - Binders KW - Dynamics KW - Research projects KW - Rheology KW - Shear tests UR - https://trid.trb.org/view/1227522 ER - TY - ABST AN - 01459211 TI - Border GIS Project AB - No summary provided. KW - Border regions KW - Geographic information systems KW - Information technology KW - Planning KW - Research projects KW - Transportation planning UR - https://trid.trb.org/view/1227423 ER - TY - ABST AN - 01459204 TI - Indiana Community Impact Assessment Workshop AB - No summary provided. KW - Assessments KW - Communities KW - Community action programs KW - Impact studies KW - Impact tests KW - Impact tests KW - Indiana KW - Research projects UR - https://trid.trb.org/view/1227416 ER - TY - ABST AN - 01459187 TI - Examination and Development of a Methodology to Predict the Through Trip Rates for Small Communities AB - No summary provided. KW - Communities KW - Development KW - Methodology KW - Research projects KW - Trip purpose UR - https://trid.trb.org/view/1227399 ER - TY - ABST AN - 01459203 TI - New Echota ECP Study AB - No summary provided. KW - Administration KW - Environmental control KW - Planning KW - Research projects KW - Studies UR - https://trid.trb.org/view/1227415 ER - TY - ABST AN - 01459311 TI - Technical Support for the AASHTO Task Force for Roadside Safety (TFRS). Task 2. Identification of Specific References Used in Developing Criteria and Recommendations in the Roadside Design Guide AB - The objective of this study is to identify original research studies and other source material in the Roadside Design Guide. KW - Design KW - Highway safety KW - National Cooperative Highway Research Program KW - Research projects KW - Roadside KW - Roadside hazards UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=446 UR - https://trid.trb.org/view/1227524 ER - TY - RPRT AN - 01019056 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Iowa Miles of Rural Secondary Roads as of January 1, 2002 PY - 2002/07/08 SP - 61p AB - The Office of Transportation Data, in cooperation with the Federal Highway Administration, prepares this secondary road report. The report is used by federal, state, local agencies and the general public for 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, 2002. 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/775697 ER - TY - ABST AN - 01459377 TI - Tetroreflectometer for HRDS-05 AB - No summary provided. KW - Reflectorized materials KW - Research projects UR - https://trid.trb.org/view/1227590 ER - TY - ABST AN - 01460964 TI - Technical Support for Pavement, Database & Traffic Engineering AB - The objectives of this contract are to provide pavement, database and traffic engineering technical support services in support of the development and conduct of LTPP studies. Due to the close coordination required wi th the FHWA, LTPP Team in McLean, Virginia, the technical support services contractor&apos;s (TSSC) office, the contract&apos;s Principle Investigator (PI), and a substantial portion of the TSSC&apos;s staff shall be located in the g reater Washington, DC, metropolitan area. The contractor have a staff of pavement engineering experts with expertise in pavement performance monitoring, pavement design, rehabilitation, preventative maintenance, perfo rmance and traffic data collection, data storage, quality control/quality assurance of data, and data base management. KW - Databases KW - Pavements KW - Research projects KW - Technical assistance KW - Traffic engineering UR - https://trid.trb.org/view/1229182 ER - TY - ABST AN - 01459458 TI - Test Methods for Characterizing Aggregate Shape, Texture and Angularity AB - The objective of this research it 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. KW - Asphalt pavements KW - Hot mix asphalt KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Pavements KW - Research projects KW - Subbase (Pavements) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=862 UR - https://trid.trb.org/view/1227671 ER - TY - ABST AN - 01560779 TI - Midwest States Accelerated Testing AB - The objective of this research project is to evaluate various pavement components such as bases, asphalt concrete pavement (ACP) and portland cement concrete pavement (PCCP) using full scale accelerated pavement testing as determined by the TAC. KW - Accelerated pavement tests KW - Asphalt concrete pavements KW - Midwestern States KW - Pavement design KW - Pavement performance KW - Portland cement concrete UR - http://www.pooledfund.org/Details/Study/236 UR - https://trid.trb.org/view/1351342 ER - TY - ABST AN - 01463153 TI - Core Program Services For A Highway Research, Development, And Technology Program, Fiscal Year 2002 AB - The goals and objectives of this cooperative agreement are to provide services to assist the States to accomplish the following: Support a national and international highway R&T program; encourage and promote the establishment of research activities within all highway agencies; assist in the operation and maintenance of the Transportation Research Information Service (TRIS); and disseminate highway research results and promote implementation and technology transfer. KW - Development KW - Highways KW - Implementation KW - Information storage and retrieval systems KW - Research KW - Research projects KW - Technological innovations KW - Transportation planning UR - https://trid.trb.org/view/1231378 ER - TY - ABST AN - 01459374 TI - Field Validation Study for the Relative Luminance of Pavement Markings and Raised Reflection of Pavement Markers AB - No summary provided. KW - Field tests KW - Luminance KW - Marking materials KW - Pavements KW - Raised road markings KW - Reflection KW - Research projects KW - Retroreflection UR - https://trid.trb.org/view/1227587 ER - TY - ABST AN - 01459373 TI - Path and Speed Through Roundabouts, Study II AB - No summary provided. KW - Highway design KW - Research projects KW - Roundabouts KW - Speed and delay studies KW - Traffic congestion KW - Traffic flow UR - https://trid.trb.org/view/1227586 ER - TY - ABST AN - 01459207 TI - Application of UrbanSIM Land Use Forecasting Technology AB - No summary provided. KW - Applications KW - Forecasting KW - Land use planning KW - Research projects KW - Salt Lake City (Utah) KW - Technological forecasting KW - Technological innovations KW - Urban development UR - https://trid.trb.org/view/1227419 ER - TY - ABST AN - 01459206 TI - Application of UrbanSIM in Salt Lake City AB - No summary provided. KW - Applications KW - Research projects KW - Salt Lake City (Utah) KW - Urban areas KW - Urban development UR - https://trid.trb.org/view/1227418 ER - TY - ABST AN - 01463190 TI - FRP TECHNOLOGY FOR PAVEMENTS AB - The objective of this study is to develop and evaluate Fiber Reinforced Polymer materials for use in concrete pavements. The development and implementation activities should enhance the use, and improve the design and construction of PCCP. Final publications include: FHWA-HRT-05-081, "Design of Continuously Reinforced Polymer Rebars" and Sept/Oct 2008 Public Roads article "Steel versus GFRP Rebars?" KW - Concrete KW - Concrete construction KW - Concrete pavements KW - Design KW - Fiber reinforced materials KW - Polymers KW - Research projects UR - https://trid.trb.org/view/1231415 ER - TY - JOUR AN - 01392687 JO - Public Roads PB - Federal Highway Administration AU - Ferragut, T R AU - Harrington, D AU - Brink, M TI - Road map to the future [new developments in concrete pavements] PY - 2002/07 VL - 66 IS - 1 SP - 44-8 KW - Concrete pavement KW - Concrete pavements KW - Durability KW - Durability KW - Level of service KW - Level of service KW - Pavement maintenance KW - Pavement maintenance KW - Pavement performance KW - Pavement performance KW - Research KW - Research and development KW - Research needs KW - Road authority KW - Strategic planning KW - Strategic planning KW - Transportation departments UR - https://trid.trb.org/view/1160453 ER - TY - JOUR AN - 01392686 JO - Public Roads PB - Federal Highway Administration AU - Ruiz, J M AU - Rasmussen, R O AU - Nelson, P K TI - Paving the way [using software to predict pavement behaviour] PY - 2002/07 VL - 66 IS - 1 SP - 20-4 KW - Computer program KW - Computer programs KW - Concrete pavement KW - Concrete pavements KW - Durability KW - Durability KW - Forecast KW - Forecasting KW - Joint KW - Joints (Engineering) KW - Material properties KW - Mathematical models KW - Mix design KW - Mix design KW - Modelling KW - Pavement components KW - Pavement design KW - Pavement design KW - Pavement maintenance KW - Pavement maintenance KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Properties of materials KW - Road construction KW - Road construction UR - https://trid.trb.org/view/1160452 ER - TY - JOUR AN - 01392685 JO - Public Roads PB - Federal Highway Administration AU - Swanlund, M TI - Fine-tuning innovative technologies [improving high-performance concrete pavement] PY - 2002/07 VL - 66 IS - 1 SP - 11-3 KW - Concrete pavement KW - Concrete pavements KW - Dowel KW - Dowels (Fasteners) KW - Durability KW - Durability KW - Fibers KW - Fibre KW - Joint sealing KW - Joint sealing KW - Mix design KW - Mix design KW - Noise KW - Noise KW - Pavement performance KW - Pavement performance KW - Reinforcement KW - Reinforcement (Engineering) KW - Surface texture KW - Technology KW - Technology KW - Texture UR - https://trid.trb.org/view/1160451 ER - TY - JOUR AN - 01392684 JO - Public Roads PB - Federal Highway Administration AU - Tayabji, S D TI - Getting it together [identifying compatible combinations of concrete materials] PY - 2002/07 VL - 66 IS - 1 SP - 6-10 KW - Chemistry KW - Chemistry KW - Concrete pavement KW - Concrete pavements KW - Cracking KW - Cracking KW - Laboratory test KW - Laboratory tests KW - Mix design KW - Mix design KW - Pavement components KW - Pavement materials KW - Porosity KW - Porosity KW - Setting KW - Setting (Concrete) KW - Shrinkage KW - Shrinkage KW - Slump test KW - Slump test UR - https://trid.trb.org/view/1160450 ER - TY - JOUR AN - 01392683 JO - Public Roads PB - Federal Highway Administration AU - Simon, M J AU - Dallaire, M P TI - Taking concrete to the next level [research to improve concrete performance] PY - 2002/07 VL - 66 IS - 1 SP - 2-5, 54-5 KW - Alkali silica reaction KW - Alkali silica reactions KW - Concrete pavement KW - Concrete pavements KW - Durability KW - Durability KW - Expansion KW - Expansion KW - Freeze thaw durability KW - Freezing thawing cycle KW - Laboratory test KW - Laboratory tests KW - Mix design KW - Mix design KW - Pavement performance KW - Pavement performance KW - Porosity KW - Porosity KW - Slump test KW - Slump test UR - https://trid.trb.org/view/1160449 ER - TY - RPRT AN - 01074633 AU - Federal Highway Administration TI - Route location and right-of-way preservation for a new multi-modal transportation facility in the Hemet to Corona/Lake Elsinore Corridor in the County of Riverside : environmental impact statement PY - 2002/07//Volumes held: Draft(2v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/834027 ER - TY - RPRT AN - 01073934 AU - Federal Highway Administration TI - NJ route 52 (1) causeway between City of Somers Point, Atlantic County and Ocean City, Cape May County: environmental impact statement PY - 2002/07//Volumes held: Draft(2v), F, Socioeconomic and land use (B1), Archaeology (B2), Hazardous waste (B3(2v)), Historic architecture (B4(4v)), Traffic (B5), Air quality (B6), Noise (B7), Natural ecosystems (B8) KW - Environmental impact statements KW - New Jersey UR - https://trid.trb.org/view/833328 ER - TY - RPRT AN - 01025723 AU - Herman, Lloyd AU - Ghent, Jeremy AU - Lin, Kai-Jui AU - Nadella, Sunita AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Parallel Barrier Effects for Distant Receivers PY - 2002/07//Final Report SP - 91p AB - The research described in this report determined the effects of parallel noise barriers as a contributing factor to the perception of increased noise levels by distant receivers. Data to quantify the characteristics of noise propagation was acquired at the HAM-71-11.44 and SUM-8-6.8 parallel barrier sites. Both sites had complaints of increased noise levels due to barrier construction. An in-situ test system using a point source was devised and developed to identify the existence, location, and relative intensity of reflections between parallel noise barriers. Multiple reflections from barrier walls existed at each receiver location for all parallel barrier sites tested. The reflections increased noise levels for receivers from below 1 dB for receivers closest to the noise barriers, to increases approaching the theoretical maximum of 3 dB for receivers farther from the noise barriers. Reflection contributions to receiver sound levels increased with greater receiver distance from the highway up to 120 m from the noise barrier. A mean barrier attenuation of 2-4 dB was predicted for modeled receivers 180 m to 420 m from the near barrier. The propagation path height change with the barrier construction increased received levels from a test signal point source by an average of 3 to 4 dB, but as much as 14 dB for receivers 180 m to 360 m from the barriers. The increase in received levels was attributed to a reduction in ground attenuation caused by the increased ray path height following barrier construction. The sound-absorbing panels used to retrofit the west side noise barrier on the Summit 8 project substantially reduced the contribution of reflections for east side receivers. The reduction in reflection contributions due to the sound-absorbing panels was greater for receivers at increased distances from the highway. The results of the investigation support the hypothesis that many of these distant receivers realized little barrier attenuation following noise barrier construction. Further, the amount of barrier attenuation realized was in many cases more than offset by the loss in ground attenuation due to the change in noise path height due to barrier construction. Finally, reflections between parallel noise barriers increased noise levels above the levels expected for single barriers. KW - Distant receivers KW - Noise barriers KW - Noise control KW - Parallel noise barriers KW - Reflection KW - Sound attenuation KW - Sound transmission KW - Traffic noise UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51073837 UR - http://ntl.bts.gov/lib/19000/19800/19898/PB2003101363.pdf UR - https://trid.trb.org/view/782310 ER - TY - RPRT AN - 01024454 AU - Pugh, Dennis R AU - Nivens, James V AU - AMT Systems Engineering AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Implementation of a System for Controlling the Lateral Position of a Moving Vehicle and Field Testing of ODOT Sensor-Assisted Steering System PY - 2002/07//Final Report SP - 40p AB - The overall objective was to design, implement, and test sensor-assisted driver control of an Ohio Department of Transportation (ODOT) dump truck. Requirements included repeatedly steering a loaded or unloaded truck over embedded sensors to a lateral accuracy of +/- one inch, time-sharing the truck with normal uses, and providing for safe operation. The design and implementation of the Sensor-Assisted Steering System described in this report has verified that the suite of sensors, actuators, and computation resources can be packaged in and powered from a standard ODOT dump truck at a reasonable component cost. The required lateral positioning accuracy of +/- one inch was achieved via servomotor control of the steering column of a conventional dump truck. The "dead-reckoning" portion of the vehicle lateral position observer, based on an angular rate sensor and a vehicle velocity sensor, worked very well. The human-in-the-loop, video-based lateral positioning system performed well under the conditions for which it was designed. However, the assumption of a perfectly straight edge line was not realized, and may not be practical. Indeed, some portions of the test highway are not straight, but have gentle curves. Overall, the video-based edge-line tracking system, designed to correct longer-term drift of the "dead-reckoning" subsystem, was found to be insufficiently robust. To further pursue this type of automatic steering, it is recommended that an active position-sensing technology be employed that does not rely on natural ambient lighting. KW - Accuracy KW - Actuators KW - Angular rate sensors KW - Automatic steering control KW - Costs KW - Design KW - Dump trucks KW - Field tests KW - Image processing KW - Implementation KW - Lateral placement KW - Moving vehicles KW - Ohio Department of Transportation KW - Sensors KW - Steering systems KW - Velocity UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51160141 UR - http://ntl.bts.gov/lib/19000/19900/19946/PB2003101555.pdf UR - https://trid.trb.org/view/781650 ER - TY - RPRT AN - 01019034 AU - Neese, Jasen AU - Eriksson, Merv AU - Vachowski, Brian AU - US Forest Service AU - Federal Highway Administration TI - Floating Trail Bridges and Docks PY - 2002/07 SP - 26p AB - The Missoula Technology and Development Center (MTDC) was asked to evaluate the use of floating bridges for trail crossings in very wet areas. This report outlines the basic designs of floating structures. It includes information about floating boat docks, floating bridge designs, anchorage systems, and devices that allow the dock to adjust itself to varying water levels. It also describes the situations where floating bridges may be a practical solution. KW - Anchorages KW - Design KW - Floating docks KW - Floating structures KW - Pontoon bridges KW - Trail crossings KW - Trails KW - Very wet areas UR - https://trid.trb.org/view/775761 ER - TY - RPRT AN - 00978489 AU - Nassif, H AU - Gucunski, N AU - Abu-Amra, T AU - GINDY, M AU - Balic, M AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - ANALYTICAL MODELING AND INSTRUMENTATION PLANNING OF THE DOREMUS AVENUE BRIDGE PY - 2002/07 SP - 86 p. AB - In 2007, the American Association of State Highway and Transportation Officials (AASHTO) will adopt the Load and Resistance Factor Design (LRFD) Bridge Design Specifications as the mandatory standard by which all future bridge structures will be designed. New Jersey committed itself to the adoption of the LRFD Specifications in January 2000. The LRFD Specifications consider and ascertain the variability in the behavior of structural elements through extensive statistical analyses and, therefore, continue to be refined and improved. However, many of the Specifications' design approaches and methodologies have been adopted with limited or virtually no experimental validation. Therefore, there is a need to validate these new design procedures and models as well as the integrity of the LRFD designed bridge structures. The Doremus Avenue Bridge, located in Newark, New Jersey, is New Jersey's initial LRFD design. The construction project will involve replacement of an existing bridge structure that primarily carries truck traffic into the State's seaport. The main objective of this study is to evaluate the analytical behavior of the Doremus Avenue Bridge and to identify the instrumentation procedure(s) and equipment to be used in the field testing and monitoring program. The identification process is implemented in two phases: 1) development of a detailed Finite Element Model and 2) the planning and optimization of instrumentation schemes and the sensor location. The aim is to enable the New Jersey Department of Transportation to successfully select the appropriate instrumentation modifications. KW - Bridge design KW - Bridge substructures KW - Bridge superstructures KW - Field tests KW - Finite element method KW - Instrumentation KW - Load and resistance factor design KW - Monitoring KW - Specifications UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-008.pdf UR - https://trid.trb.org/view/740330 ER - TY - RPRT AN - 00972257 AU - Tahmoressi, M AU - Scullion, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A FOLLOW-UP EVALUATION OF HOT-MIX PAVEMENT PERFORMANCE IN NORTHEAST TEXAS PY - 2002/07 SP - 106 p. AB - A task group was formed in late 1997 to evaluate the specifications and practices being used in northeast Texas districts in the construction of hot-mix asphaltic concrete pavements. Specifically, the objective of that task group was to determine if the implemented recommendations from a 1995 task group were effective in improving the performance of crushed gravel asphaltic pavements in that area of the state. The task group selected and evaluated the performance of 35 pavements constructed using a wide variety of materials over the prior nine years. Seven of the pavements had been constructed in 1997, some of which had incorporated a number of the earlier task group recommendations. Pavement performance evaluations in early 1998 included a visual distress survey, ground-penetrating radar analysis, pavement management information system data, and testing and visual evaluation of pavement cores. The early age of pavements evaluated in the spring of 1998 prevented a definitive determination of the long-term performance of northeast Texas asphalt pavements. Therefore, the task force recommended evaluation of the performance of these sections in three years. In the spring of 2001 the task force was reconvened to conduct the follow-up study on the 35 pavements evaluated in 1998. The task force was composed of personnel from Atlanta, Tyler, and Lufkin districts as well as representatives from Design and Construction Divisions, the Research and Technology Implementation Office, Texas Transportation Institute, and two consultants. The study presented in this report indicates that many of the recommendations implemented in 1997 by the Atlanta District have resulted in improved pavement performance. Utilization of hydrated lime as an antistripping additive appears to have a positive influence on performance of the mixtures containing crushed siliceous river gravel. It is recommended that the findings of the 1995 task group be considered for implementation by all districts that use crushed siliceous river gravel in hot mix. KW - Antistrip additives KW - Asphalt concrete pavements KW - Calcium hydroxide KW - Condition surveys KW - Cores (Specimens) KW - Crushed gravel KW - Ground penetrating radar KW - Hot mix asphalt KW - Pavement performance KW - Siliceous river gravel KW - Texas UR - https://trid.trb.org/view/697091 ER - TY - RPRT AN - 00970617 AU - Kirchhoff, C AU - Malina, J F AU - Barrett, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A REVIEW AND EVALUATION OF LITERATURE PERTAINING TO COMPOST CHARACTERISTICS AND TO THE APPLICATION OF COMPOST ALONE AND MIXED WITH DIFFERENT SOILS PY - 2002/07 SP - 64 p. AB - The Texas Department of Transportation (TxDOT) reports that composted manures have been used in 22 of the 25 TxDOT districts, usually with excellent results. The application of composted manures to rights-of-way successfully improved growth of vegetation and controlled erosion of slopes on highway embankments. However, consistent availability of compost of the quality and quantity required for use in roadside projects is problematic in some states. Many sates have adopted specifications for compost characteristics to ensure consistent quality of compost. The objectives of this literature evaluation are identification of the constituents and composition of various types of composted materials including animal manures, municipal wastes (solid waste and wastewater sludges), and other waste materials, as well as documentation of application of the composted materials alone as well as mixed with different soils (composted manufactured topsoil). Most compost has a pH in the neutral range, organic matter content ranges from 30% to 60%, moisture content ranges from 30% to 50%, and the concentrations of N, P, K, and salts are higher than those typically found in agricultural soils. Compost addition to soil is considered Compost Manufactured Topsoil (CMT). CMT has improved soil structure, reduced bulk density, increased permeability, and increased aggregate stability compared to soil alone. These improvements reduce erosion and increase the water holding capacity of CMT. CMT also increased availability of soil nutrients, microbial population and activity, and reduced the incidence of soil nematodes and other pathogens. Potential problems with compost use include water quality impacts caused by nutrient loss and leaching of high salt concentrations, as well as potential accumulation of heavy metals in the soil zone. KW - Bulk density KW - Compost KW - Compost composition KW - Embankments KW - Environmental impacts KW - Erosion control KW - Heavy metals KW - Leaching KW - Literature reviews KW - Microorganisms KW - Moisture content KW - Nitrogen KW - Organic content KW - Permeability KW - pH value KW - Phosphorus KW - Potassium KW - Quality control KW - Right of way (Land) KW - Salts KW - Soil nutrients KW - Soil structure KW - Solid wastes KW - Specifications KW - Topsoil KW - Vegetation KW - Wastes KW - Water quality UR - http://www.utexas.edu/research/ctr/pdf_reports/4403_1.pdf UR - https://trid.trb.org/view/696589 ER - TY - RPRT AN - 00965943 AU - Dixon, K AU - Wang, C AU - University of Georgia, Experiment AU - Georgia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF SPEED REDUCTION STRATEGIES FOR HIGHWAY WORK ZONES PY - 2002/07 SP - 115 p. AB - This study was conducted to identify the potential of fluorescent orange sheeting, an innovative message sign, and a changeable message sign with radar (CMR) for reducing speeds in highway work zones. It investigates the effect of each strategy right after implementation as well as several weeks after implementation. In addition to the overall effect of each strategy on all vehicles, the study includes the effect on specific vehicle types during varying lighting conditions. The researchers collected traffic data before, immediately after, and 2-3 weeks after implementation of each strategy (three consecutive weeks for the CMR). They collected data upstream of the work zone, in the advance warning area, and adjacent to the active work area. They used various statistical tests to evaluate the significance of speed changes from phase to phase and adjusted vehicle speeds with the upstream speed changes over time. Results indicate that fluorescent orange sheeting and the innovative message sign do help reduce speeds at highway work zones. There is, however, a novelty effect, and speeds tend to return to normal after a certain period of time. Moreover, both strategies influence reduced vehicle speeds more during the day than at night. Passenger vehicles tend to decrease their speeds more than trucks. CMR radar significantly reduces vehicle speeds in the immediate vicinity of the sign and are not sensitive to a novelty effect. KW - Data collection KW - Daylight KW - Fluorescence KW - Highway safety KW - Innovation KW - Lighting KW - Motor vehicles KW - Night KW - Orange KW - Passenger vehicles KW - Radar KW - Sign sheeting KW - Speed control KW - Statistical analysis KW - Strategic planning KW - Traffic data KW - Trucks KW - Variable message signs KW - Work zone safety UR - http://g92018.eos-intl.net/ELIBSQL14_G92018_Documents/9810.pdf UR - https://trid.trb.org/view/678145 ER - TY - RPRT AN - 00965944 AU - Washington, S AU - Dixon, K AU - White, D AU - Wu, C-HE AU - University of Georgia, Experiment AU - Georgia Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF FATAL MOTOR VEHICLE CRASHES ON TWO- LANE RURAL HIGHWAYS IN GEORGIA PY - 2002/07 SP - 205 p. AB - The objective of this study was to determine why a disproportionate number of fatal crashes occur on Georgia two-lane rural highways and identify possible countermeasures (from a host of feasible roadway or roadside improvements) that are the most effective for reducing these fatal crashes. To understand the nature of the crashes, researchers evaluated 150 randomly chosen fatal crashes from 1997. The observed crash characteristics were divided into human, vehicle, roadway, or environmental related characteristics. In an effort to determine potentially effective countermeasures, researchers combined past knowledge of countermeasure effectiveness with new knowledge gained from engineering evaluations of approximately 30 roadway and roadside countermeasures assessed for the 150 fatal crashes. Through this approach, several countermeasures (under specific conditions) were found to be potentially effective in minimizing crash severity. The report concludes with short-term and long-term safety investment strategies for Georgia. KW - Countermeasures KW - Crash data KW - Crash investigation KW - Crash locations KW - Crash severity KW - Fatalities KW - Georgia KW - Improvements KW - Rural highways KW - Strategic planning KW - Traffic crashes KW - Two lane highways UR - http://www.dot.ga.gov/BuildSmart/ResearchDocuments/reports/RP9905.pdf UR - https://trid.trb.org/view/678146 ER - TY - RPRT AN - 00960079 AU - Lyn, D A AU - Cooper, T AU - Yi, Y-K AU - Sinha, R AU - Rao, A R AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - SCOUR MONITORING OF INDIANA STREAMS PY - 2002/07 SP - 10 p. AB - The project examines the survivability and reliability of fixed-in-place continuous scour monitors for possible use in Indiana streams. The report considers primarily the experience with a sonar device at the US52 crossing of the Wabash River. Although very large flow events did not occur over the project period, the device has survived a number of smaller events, and has operated continuously without failure due to physical damage. Further, the data obtained, after appropriate processing, were examined for their credibility in terms of their correlation with a hydrologic parameter, the stage. A reasonably strong correlation was found, suggesting that the recorded data from the sonar monitor are a reliable indicator of scour (and fill). Recommendations are given regarding the applicability of the various different types of scour monitoring devices. KW - Correlation analysis KW - Detectors KW - Hydrologic phenomena KW - Indiana KW - Monitoring KW - Recommendations KW - Reliability KW - Scour KW - Sonar KW - Streams UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1656&context=jtrp UR - https://trid.trb.org/view/659859 ER - TY - RPRT AN - 00960077 AU - Tarko, A P AU - DeSalle, B R AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INTERNET-SUPPORTED EVALUATION OF HIGHWAY SAFETY PY - 2002/07 SP - 157 p. AB - Few current methods of identifying hazardous locations take into account the perspective of highway users. It is generally accepted by human factor experts that user feedback can provide valuable insight into safety at highway locations that is not obtainable through the use of crash data. However, little research has been conducted in the highway transportation area, and the relationship between user perception and actual safety at a location is not well known. Currently, motorist feedback in Indiana is gathered by individual highway agencies through the use of a phone and mail collection process. A centralized feedback collection would not only make the feedback more readily available to the agencies that could use it, but also more convenient to the user by eliminating the need to determine which agency to contact. In addition, the new collection system needs to be available to the user at all times in order to maximize convenience, something not currently possible through the phone system of collection. This study addresses this need by investigating an Internet-based prototype tool for collecting motorist feedback. The tool is designed with both the agency goals of efficiently gathering motorist feedback and user-friendliness and convenience in mind. The tool features a database for sorting and collection of responses in a centralized location, making it possible for all relevant agencies to access the information through remote access. The prototype tool was tested in Tippecanoe County over a trial period of five months in 2001. During this time period, motorist feedback about locations within the county was gathered. It was found that the prototype Internet tool was well-received by the public. The safety information gained from the responses to the survey was evaluated by comparing to the crash frequency at the location. From this evaluation, it was found that motorist feedback is a very effective supplement to crash data and can guide highway agencies in the examination and identification of hazardous highway locations. KW - Data collection KW - High risk locations KW - Highway safety KW - Indiana KW - Internet KW - Motorist feedback KW - Surveys KW - Travelers UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1604&context=jtrp UR - https://trid.trb.org/view/659857 ER - TY - RPRT AN - 00940856 AU - Federal Highway Administration TI - SUPPORT OF THE SYSTEM TEST AND ANALYSIS PROGRAM FOR THE NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM MODERNIZATION PROGRAM. PHASE I HIGH ACCURACY-NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM REPORT PY - 2002/07 SP - 18 p. AB - When the Department of Defense (DoD) originally developed the Global Positioning System (GPS), it was a military system. GPS quickly became a tool for both military and civilian applications across the world. Initially, DoD intentionally degraded GPS signals. To compensate, civilian and military engineers placed equipment at specific sites to determine intentional errors. These errors were then broadcast to users who would correct their measurements. Because these corrections did not compromise security, Differential GPS (DGPS), as these corrections came to be known, flourished with little opposition from DoD. Because DGPS delivered nominally 6- to 20-meter (m) accuracy, the U.S. Coast Guard (USCG) developed a DGPS system along the U.S. coasts and waterways. The success of this system encouraged other governmental agencies to make such capabilities available in other parts of the country, particularly in the West and Midwest. This national extension is known as the Nationwide DGPS (NDGPS). The NDGPS is advertised as a 1-3-m system with 99.97 percent availability. NDGPS can deliver meter-level accuracies. The new vision, High Accuracy-NDGPS (HA-NDGPS), is designed to broadcast additional information from the same NDGPS network using a new carrier frequency to achieve fixed and/or moving centimeter (cm)-decimeter (dm)-level accuracies while maintaining as much integrity as possible. HA-NDGPS, and the ability to implement the system cost-effectively, is the subject of this report. KW - Accuracy KW - Analysis KW - Cost effectiveness KW - Global Positioning System KW - High Accuracy NDGPS (HA-NDGPS) KW - Modernization KW - Testing KW - United States Coast Guard UR - http://www.fhwa.dot.gov/publications/research/operations/02110/index.cfm UR - https://trid.trb.org/view/731521 ER - TY - RPRT AN - 00941299 AU - Barrett, M L AU - Pigman, J G AU - Langley, R E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF POST-INTERCHANGE GUIDE SIGNS PY - 2002/07 SP - 39 p. AB - There are four basic types of guide signs related to tourist and recreational facilities, each with its own requirements and purpose. These include limited supplemental guide signs, cultural and recreational supplemental guide signs, fifth legend logos, and tourist oriented directional signs. Under the category of limited supplemental guide signs is a new pilot program to include a similar type sign at 10- and 20-mile points before an interchange. These signs are called post-interchange guide signs. This report evaluates these experimental post-interchange guide signs. This evaluation included a before and after study of crash information including total numbers and trends, a survey of attraction visitors regarding motorist understanding of the signs, and a review of attendance records for the attractions. The data show the signs caused no increased crash risks for drivers. The survey results showed the signs were large enough for tourists to view with ease and that visitation increased because of the signs. Comments from the attraction representatives reinforced the fact that the signs were beneficial and should continue to be used. Therefore, it appears that the use of post-interchange brown guide signs has been successful and that additional installations at selected locations are warranted. KW - Attendance records KW - Before and after studies KW - Comprehension KW - Drivers KW - Guide signs KW - Interchanges KW - Post-interchange guide signs KW - Risk assessment KW - Surveys KW - Tourism KW - Tourist attractions KW - Traffic crashes UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_23_U12_02_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23782/KTC_02_23_U12_02_1F.pdf UR - https://trid.trb.org/view/642576 ER - TY - RPRT AN - 00938408 AU - Bittner, J AU - Thimm, W AU - Midwest Regional University Transportation Center AU - Federal Highway Administration TI - TRANSPORTATION ASSET MANAGEMENT WEBSITE: FINAL REPORT PY - 2002/07 SP - 11 p. AB - This report describes the development and features of a website and clearinghouse of information related to the study and practice of transportation asset management. Examples of information that appear on this website include: a section exploring what is asset management; a summary of commonly accepted definitions of transportation asset management; details on the development of a curriculum involving asset management skills, topics and techniques; analysis of international efforts; a calendar of upcoming seminars, workshops and conferences; current news and information delivered in concise formats; materials on the National Transportation Asset Management Workshop; resources and related sites; state departments of transportation initiatives in the area; a literature review; and ongoing research summaries and results. Other features include a link to the national Community of Practice website initiated by the American Association of State Highway and Transportation Officials and the Federal Highway Administration. Short courses offered at consortium institutions, current student projects and research, regional demographics and relevant research and teaching interests of scholars are also included. A search engine on the Web site improves information accessibility for the user. KW - Activities leading to information generation KW - American Association of State Highway and Transportation Officials KW - Asset management KW - Curricula KW - Definitions KW - Demographics KW - Economics KW - Information management KW - International transportation KW - Literature reviews KW - News KW - Research KW - State departments of transportation KW - Teachers KW - Training KW - Transportation engineering KW - U.S. Federal Highway Administration KW - Websites (Information retrieval) UR - http://www.mrutc.org/research/website/Asset%20Management%20Website%20Report.pdf UR - http://ntl.bts.gov/lib/19000/19700/19743/PB2003100155.pdf UR - https://trid.trb.org/view/730637 ER - TY - RPRT AN - 00938152 AU - Harwood, D W AU - Bauer, K M AU - Potts, I B AU - Torbic, D J AU - Richard, K R AU - Rabbani, ERK AU - Hauer, E AU - Elefteriadou, Lily AU - Midwest Research Institute AU - Federal Highway Administration TI - SAFETY EFFECTIVENESS OF INTERSECTION LEFT- AND RIGHT-TURN LANES PY - 2002/07 SP - v.p. AB - This report presents the results of research that performed a well-designed before-after evaluation of the safety effects of providing left- and right-turn lanes for at-grade intersections. Geometric design, traffic control, traffic volume, and traffic accident data were gathered for a total of 280 improved intersections, as well as 300 similar intersections that were not improved during the study period. The types of improvement projects evaluated included installation of added left-turn lanes, added right-turn lanes, and extension of the length of existing left- or right-turn lanes. An observational before-after evaluation of these projects was performed using several alternative evaluation approaches. The three contrasting approaches to before-after evaluation used were the yoked comparison or matched-pair approach, the comparison group approach, and the Empirical Bayes approach. The research not only evaluated the safety effectiveness of left- and right-turn lane improvements, but also compared the performance of these three alternative approaches in making such evaluations. The research developed quantitative safety effectiveness measures for installation design improvements involving added left-turn lanes and added right-turn lanes. The research concluded that the Empirical Bayes method provided the most accurate and reliable results. Further use of this method is recommended. KW - At grade intersections KW - Before and after studies KW - Empirical Bayes method KW - Empirical methods KW - Geometric design KW - Highway safety KW - Highway traffic control KW - Intersections KW - Left turn lanes KW - Right turn lanes KW - Traffic crashes KW - Traffic volume UR - http://www.fhwa.dot.gov/publications/research/safety/02089/index.cfm UR - https://trid.trb.org/view/731722 ER - TY - RPRT AN - 00932154 AU - Banovich, M AU - Outcalt, W AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SLOPE STABILIZATION METHODS (US 40 BERTHOUD PASS) PY - 2002/07 SP - 20 p. AB - In 1995 US 40 on the west side of Berthoud Pass had several cut and fill slopes that were the result of 1960s erosion control practices. Snowmelt runoff and severe spring and summer rain storms frequently washed away the easily eroded sandy soil, preventing vegetation from establishing itself on the slopes. Originally, sixteen different products, including erosion control mats, mulches and tackifiers, were to be tested for this study. The steep slopes and the severe weather at the site cause rapid erosion of exposed soils and would provide enough area to test several products. However, the severe conditions limited the plant cover established during the first growing season, so the slopes were re-seeded and fertilized several times during the subsequent years. Because the re-seeding and additional fertilization were done using standard materials and methods, no data were available on the performance of the mulches, tackifiers, and germination enhancers. Therefore, this report evaluates only the soil containment products used in three test sections of zone 1 and three test sections of zone 2. The fertilizers, tackifiers, and mulches originally used for this study are not evaluated. Based on observations of the surface conditions and quantities of plant material on the slopes: (1) It appears that all of the blankets and cellular confinement products provide reinforcement to the scarp forming area of the cut slopes; and (2) All of the cellular confinement materials and soil retention blankets were successful in holding and reinforcing the plants' root systems. This study found that all of the blankets and geocell products evaluated were effective in reducing erosion in this high-altitude environment. Any of the products tested will help to prevent the loss of the topsoil and to aid plant growth. KW - Altitude KW - Embankments KW - Erosion control KW - Erosion control mats KW - Fabrics KW - Fertilization (Horticulture) KW - Geocells KW - Mulches KW - Plant growth KW - Plants KW - Rainfall KW - Roots KW - Runoff KW - Sandy soils KW - Seeding KW - Slopes KW - Soil stabilization KW - Tackifiers KW - Test sections KW - Topsoil UR - http://www.dot.state.co.us/publications/PDFFiles/SlopeStabilization.pdf UR - http://ntl.bts.gov/lib/19000/19800/19855/PB2003100815.pdf UR - https://trid.trb.org/view/724374 ER - TY - RPRT AN - 00931928 AU - Gaspard, K J AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - RAPID DRYING SOILS WITH MICROWAVE OVENS PY - 2002/07 SP - 66 p. AB - Soils are normally dried in either a convection oven or stove. Inspections of field and laboratory moisture content testing indicated that the typical drying durations for a convection oven and stove were, 24 hours and 60 minutes, respectively. The objectives of this study were to determine the accuracy and soil drying duration of microwave ovens. This was accomplished by testing soils with and without additives. The soils were tested with a convection oven, computer controlled microwave oven, standard microwave oven, and stove. The convection oven was considered to produce the true moisture content and was, therefore, used as a basis for comparison for the results of the other devices. Based on appraisals of the results, the standard microwave oven is the most feasible device to use in drying soils. KW - Accuracy KW - Drying ovens KW - Microwave ovens KW - Moisture content KW - Soil tests KW - Soils KW - Time duration UR - http://www.ltrc.lsu.edu/pdf/2004/fr_359.pdf UR - http://ntl.bts.gov/lib/19000/19700/19728/PB2003100077.pdf UR - https://trid.trb.org/view/724271 ER - TY - RPRT AN - 00930542 AU - Dankocsik, C AU - Zarean, M AU - Register, D AU - Timpone, K AU - Science Applications International Corporation AU - Technology Integration and Development Group, Incorporated AU - Federal Highway Administration TI - BEST PRACTICES OF RURAL AND STATEWIDE ITS STRATEGIC PLANNING PY - 2002/07 SP - 226 p. AB - This document investigates the transferability of rural and statewide intelligent transportation systems (ITS) planning efforts to other locations and provides "lessons learned" during the ITS planning process in many locations. The goal of this document is to identify factors that should be considered by agencies undertaking rural and statewide ITS planning projects. It describes factors that should be examined if components of successful rural and statewide ITS planning efforts are to be transferred and replicated elsewhere. It also documents the benefits of rural and statewide ITS planning so that these benefits can encourage future ITS strategic planning efforts nationwide. The primary objective of this document is to capture and document best practices rural and statewide ITS planning and to present an overview of the "typical" ITS planning process. To do this, 12 in-depth case studies and 18 shorter survey forms were developed to record and analyze the opinions, views, and experiences of the people involved in each ITS planning initiative and to derive recommendations and pointers that can be adapted for future projects. This document addresses more institutional rather than technical issues; its emphasis is on the complex decision-making processes required for the ITS strategic planning. This process includes agency interactions, processes and procedures, organizational structures, and institutional involvement. KW - Benefits KW - Best practices KW - Case studies KW - Decision making KW - Institutional issues KW - Intelligent transportation systems KW - Rural areas KW - States KW - Strategic planning KW - Surveys KW - Transferability UR - http://ntl.bts.gov/lib/23000/23300/23399/13608.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13608.pdf UR - https://trid.trb.org/view/719586 ER - TY - RPRT AN - 00930544 AU - Federal Highway Administration TI - AN INTRODUCTION TO STANDARDS FOR ROAD WEATHER INFORMATION SYSTEMS (RWIS) PY - 2002/07 SP - 4 p. AB - Road Weather Information Systems (RWIS) have become a critical component of many agencies' maintenance efforts. Agencies are now considering ways to integrate RWIS with their other intelligent transportation systems (ITS) so weather information can support a broader range of ITS services. Attention is turning to identifying standards that can help ensure the fidelity of weather data being collected as agencies begin to share weather data with a wider audience. This brochure describes three categories of standards being considered for RWIS applications: siting standards, calibration standards, and communication standards. KW - Brochures KW - Calibration KW - Data communications KW - Intelligent transportation systems KW - Location KW - Road weather information systems KW - Sensors KW - Standards KW - Weather conditions UR - http://www.ops.fhwa.dot.gov/weather/Publications/RWIS_brochure.pdf UR - http://ntl.bts.gov/lib/30000/30600/30601/introstdsrwis.pdf UR - https://trid.trb.org/view/719588 ER - TY - JOUR AN - 00930830 JO - Public Roads PB - Federal Highway Administration AU - Kopac, P A AU - Federal Highway Administration TI - MAKING ROADS BETTER AND BETTER PY - 2002/07 VL - 66 IS - 1 SP - p. 25-29 AB - When quality assurance specifications came into use in the late 1960s, the goal was to improve them to a level such that they would become performance-related specifications (PRS). Now, more than 30 years later, PRS for concrete pavements are at a point where State highway agencies are finally able to implement them. This article looks at the development of PRS over the past 30+ years, aims to better define PRS, and discusses benefits to be gained from PRS such as expected lower project life-cycle costs. KW - Concrete pavements KW - Highway engineering KW - Highway maintenance KW - Highway transportation KW - Life cycle costing KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Performance based specifications KW - State highway departments UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/06.cfm UR - https://trid.trb.org/view/725804 ER - TY - JOUR AN - 00930832 JO - Public Roads PB - Federal Highway Administration AU - Naughton, J E AU - Smith, K AU - Federal Highway Administration TI - THE BIGGEST BANG FOR YOUR BUCK PY - 2002/07 VL - 66 IS - 1 SP - p. 35-37 AB - In order to provide design engineers with the information they need to improve pavements, a research study was initiated on the incremental costs and performance benefits of various features of concrete pavements. A major component of the project was the development of a user-friendly computer software package that will enable pavement designers to compare the impact of design features on cost and performance. This tool will help highway agencies provide the best value to the traveling public. The product of this research may also enable agencies to construct or reconstruct more miles of highway each year using the same level of funds without sacrificing performance. This article provides an overview of the findings of the project and the software tool. KW - Concrete pavements KW - Highway engineering KW - Highway maintenance KW - Highway transportation KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Software packages UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/08.cfm UR - https://trid.trb.org/view/725806 ER - TY - JOUR AN - 00930833 JO - Public Roads PB - Federal Highway Administration AU - Rasmussen, R O AU - Chang, G K AU - Ruiz, J M AU - Wilde, W J AU - Nelson, P K AU - Dick, J AU - Rozycki, D K AU - Federal Highway Administration TI - NEW SOFTWARE PROMISES TO PUT WHITETOPPING ON THE MAP PY - 2002/07 VL - 66 IS - 1 SP - p. 38-43 AB - Mending deteriorated asphalt pavements with portland cement concrete (PCC) is a familiar technology. Highway engineers used whitetopping--concrete overlays placed on top of asphalt--as early as 1918. Offering benefits that include long life and superior bonding to underlying material, whitetopping overlays grew in popularity through the mid-1970s, and ultra-thin whitetopping emerged on the scene in the early 1990s. However, until recently, pavement engineers had no one clear resource or set of guidelines that they could refer to in determining where, when, or how to use whitetopping as a pavement option. In 2001, the Transtec Group developed design, construction, and rehabilitation guidelines for whitetopping. This article provides current information on a recently developed and related software product designed to help highway agencies analyze and compare different whitetopping strategies. KW - Asphalt pavements KW - Highway engineering KW - Highway transportation KW - Overlays (Pavements) KW - Pavement components KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Portland cement concrete KW - Software packages KW - Whitetopping UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/09.cfm UR - https://trid.trb.org/view/725807 ER - TY - JOUR AN - 00930829 JO - Public Roads PB - Federal Highway Administration AU - Ruiz, J M AU - Rasmussen, R O AU - Nelson, P K AU - Federal Highway Administration TI - PAVING THE WAY PY - 2002/07 VL - 66 IS - 1 SP - p. 20-24 AB - The construction of concrete pavements that would: need less maintenance, save money on repair expenditures, and reduce traffic disruptions is the ultimate goal of state highway design and maintenance personnel. This article provides an overview of a new software package, called HIPERPAV, that is intended to help achieve these goals. HIPERPAV is a user-friendly, Microsoft Windows-based computer tool that uses dozens of models to predict the early-age behavior of pavements, which influences long-term performance and durability. With a wide range of applications, HIPERPAV is used in the planning stage to develop specifications for quality control based on the available materials and climatic conditions of the region where the roadway will be constructed. Designers can use HIPERPAV to optimize their pavement designs, and contractors can use HIPERPAV to help prevent expensive repair jobs and determine the best set of variables to forestall damage. KW - Concrete pavements KW - Highway design KW - Highway engineering KW - Highway maintenance KW - Highway transportation KW - HIPERPAV (Computer program) KW - Maintenance management KW - Pavement design KW - Pavement maintenance KW - Software packages KW - State highway departments UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/05.cfm UR - https://trid.trb.org/view/725803 ER - TY - JOUR AN - 00930831 JO - Public Roads PB - Federal Highway Administration AU - Merritt, D K AU - McCullough, B F AU - Burns, N H AU - Federal Highway Administration TI - TEXAS TESTS PRECAST FOR SPEED AND USABILITY PY - 2002/07 VL - 66 IS - 1 SP - p. 30-34 AB - Precast pavement, rapidly gaining attention in the transportation industry, uses a thinner prestressed slab than conventional concrete while providing equivalent high-performance and durability. Perhaps even better, precast concrete can minimize or even eliminate some problems common to conventional concrete paving such as built-in curl, strength loss, and inadequate air entrainment. This article reports on a study co-sponsored by the U.S. Federal Highway Administration and the Texas Department of Transportation (TDOT) that aimed to investigate the feasibility of using precast concrete for pavements. At the conclusion of the study researchers developed a concept for precast concrete pavement and recommended testing the concept through pilot projects. In March 2002, TDOT completed the first pilot project on a frontage road near Georgetown, Texas, the findings of which are described here in detail. KW - Concrete pavements KW - Highway engineering KW - Highway transportation KW - Pavement components KW - Pavement design KW - Pavement performance KW - Pilot studies KW - Precast concrete pavements KW - Prestressing KW - Texas Department of Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/07.cfm UR - https://trid.trb.org/view/725805 ER - TY - JOUR AN - 00930834 JO - Public Roads PB - Federal Highway Administration AU - Ferragut, T R AU - Harrington, D AU - Brink, M AU - Federal Highway Administration TI - ROAD MAP TO THE FUTURE PY - 2002/07 VL - 66 IS - 1 SP - p. 44-48 AB - A number of questions relating to the future of concrete pavement technology are guiding a project to develop a far-reaching road map to tomorrow's concrete pavements. Under the Transportation Equity Act for the 21st Century, the U.S. Congress authorized the Federal Highway Administration (FHWA) to undertake a research program to improve the performance of concrete pavements. This article describes the ongoing efforts of the Long-Term Plan for Concrete Pavement Research and Technology, being developed under the FHWA's Concrete Pavement Technology Program. KW - Concrete pavements KW - Future KW - Highway engineering KW - Highway transportation KW - Pavement components KW - Pavement design KW - Pavement performance KW - Transportation Equity Act for the 21st Century KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/10.cfm UR - https://trid.trb.org/view/725808 ER - TY - JOUR AN - 00930827 JO - Public Roads PB - Federal Highway Administration AU - Swanlund, M AU - Federal Highway Administration TI - FINE-TUNING INNOVATIVE TECHNOLOGIES PY - 2002/07 VL - 66 IS - 1 SP - p. 11-13 AB - To encourage the use of innovative technologies in concrete pavement, the Federal Highway Administration (FHWA) is testing and evaluating new concrete pavement designs and construction concepts through field projects around the U.S. This article describes the efforts of the FHWA High Performance Concrete Pavement Program, which has the goal of providing long-lasting, economical portland cement concrete pavements meeting the specific performance requirements of various applications. Since the program's inception in 1995, more than 23 projects in 13 States have been constructed or approved. In this article, sections are devoted to program projects relating to joint sealing, fiber-reinforced concrete pavements, durable concrete mixes, alternate dowel bars, and surface texture and noise. KW - Concrete pavements KW - High performance concrete KW - Highway engineering KW - Highway transportation KW - Joint sealing KW - Mix design KW - Pavement design KW - Portland cement concrete KW - Reinforced concrete pavements KW - Surface course (Pavements) KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/03.cfm UR - https://trid.trb.org/view/725801 ER - TY - JOUR AN - 00930825 JO - Public Roads PB - Federal Highway Administration AU - Simon, M J AU - Dallaire, M P AU - Federal Highway Administration TI - TAKING CONCRETE TO THE NEXT LEVEL PY - 2002/07 VL - 66 IS - 1 SP - 6 p. AB - Two elements contribute to concrete performance and the service life of pavements--the concrete mixture itself and construction practices engineers use to mix, place, and cure the concrete. The ideal mixture combined with bad practices can produce an inferior result with problems such as cracking, poor concrete durability, and premature deterioration. Similarly, a poor mixture coupled with good practices also can produce a substandard result. This article discusses efforts by the Federal Highway Administration's Portland Cement Concrete Pavement team at the Turner-Fairbank Highway Research Center in McLean, Virginia, to study various aspects of concrete performance, including fresh and hardened concrete properties. The aim is to provide research on concrete improvement, through better material selection and proportioning, and on improvement of lab and field test performance predictions. KW - Admixtures KW - Concrete pavements KW - Highway engineering KW - Highway transportation KW - Pavement components KW - Pavement design KW - Pavement distress KW - Pavement mixtures KW - Pavement performance KW - Portland cement concrete KW - Service life KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/index.cfm UR - https://trid.trb.org/view/725799 ER - TY - JOUR AN - 00930828 JO - Public Roads PB - Federal Highway Administration AU - Crawford, G L AU - Wathne, L AU - Mullarky, J I AU - Federal Highway Administration TI - ON THE ROAD TESTING ROADS PY - 2002/07 VL - 66 IS - 1 SP - p. 14-19 AB - This article provides an overview of the U.S. Federal Highway Administration's (FHWA) Mobile Concrete Laboratory (MCL), a state-of-the-art concrete testing facility on wheels. Contained within a 48-ft (15 m) trailer and pulled behind a semi-truck, the MCL is fully equipped with both new and conventional testing equipment. FHWA staffs the lab with engineers and technicians skilled in the latest techniques and technologies for testing concrete materials. Lab personnel are available to provide State highway agencies with everything from equipment evaluations and loans to classroom and field demonstrations of specific concrete technologies. The MCL has enough office space, lab workspace, and storage facilities to serve as a highly effective on-site testing facility for extended periods of time. And with its own truck-mounted generator, the MCL can operate even in the most remote areas of the country far from power lines. KW - Concrete pavements KW - Concrete tests KW - Highway engineering KW - Highway transportation KW - Laboratories KW - Mobile testing facilities KW - Pavement design KW - Pavement maintenance KW - State highway departments KW - State of the art KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/04.cfm UR - https://trid.trb.org/view/725802 ER - TY - JOUR AN - 00930826 JO - Public Roads PB - Federal Highway Administration AU - Tayabji, S D AU - Federal Highway Administration TI - GETTING IT TOGETHER PY - 2002/07 VL - 66 IS - 1 SP - p. 6-10 AB - Properly designed and constructed concrete pavements can provide 20-25 years of service life without significant maintenance. In recent years, however, cases of early-age problems and premature deterioration have resulted from use of incompatible materials. As concrete mix designs become more complex, the likelihood of incompatibility among materials will increase with the number of ingredients added to the mix. The problem is compounded because not much is known about the factors that lead to incompatibility, and tests are lacking to determine susceptibility of materials combinations to distress mechanisms. This article describes research aimed at developing reliable tests to identify incompatible combinations adversely affecting fresh and hardened concrete at early ages. The materials tested include cement, supplementary cementitious materials, chemical admixtures, and aggregates. Once test procedures are refined, the research team will develop protocols and guidelines to evaluate materials for specific jobs. Results will allow concrete producers and users to have greater confidence in the use of portland cement concrete for pavements and avoid use of marginal concrete for paving. The materials can be prequalified in labs to prevent incompatibility problems in the field, costly errors, and construction delays. KW - Concrete industry KW - Concrete pavements KW - Highway engineering KW - Highway transportation KW - Mix design KW - Pavement components KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Portland cement concrete UR - http://www.fhwa.dot.gov/publications/publicroads/02jul/02.cfm UR - https://trid.trb.org/view/725800 ER - TY - RPRT AN - 00929294 AU - Radin, S AU - Jackson, D AU - Rosner, D AU - Peirce, S AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - TRIP PLANNING STATE OF THE PRACTICE PY - 2002/07 SP - 60 p. AB - Automated trip planning is one of the easiest ways for transit users to identify their best choice of routes using the internet. Trip planners use an input form to obtain information on desired trip characteristics then automatically generate an itinerary for the user. This report identifies opportunities for the Federal Transit Administration to facilitate the development of trip planners. The report: 1) Summarizes the current state of the practice in web-based single and multi-agency transit trip planning; 2) Identifies single and multi-agency trip planner development issues; 3) Groups transit agencies by likely capability and interest in developing trip planners; and 4) Recommends appropriate federal assistance for each group and research to overcome barriers. The main text of the report summarizes the current status of trip planner deployment, expectations, benefits, development issues, standards, costs, and staffing. It also groups transit agencies by market segments. Appendices provide detail on methodology, related literature, and features of existing trip planners. KW - Intelligent transportation systems KW - Internet KW - Itinerary KW - Planning KW - Route choice KW - State of the practice KW - Transit trip planners KW - Travel KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/19000/19700/19725/PB2003100074.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13685.html UR - https://trid.trb.org/view/719147 ER - TY - RPRT AN - 00929171 AU - Shaw, S-L AU - Everett, J AU - University of Tennessee, Knoxville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF AIRBORNE LASER SWATH MAPPING (ALSM) PY - 2002/07 SP - 32 p. AB - Under a contract with the Tennessee Department of Transportation (TDOT), the University of Tennessee at Knoxville (UTK) and the University of Florida (UF) formed a team to work on the "Investigation of Airborne Laser Swatch Mapping (ALSM)" project. UF flew over and collected ALSM data in a 5-mile study area near Decatur, Tennessee for both leave-on and leave-off conditions. TDOT used the UF ALSM data to create contour lines and compared the ALSM contours with the contours created from the TDOT aerial survey data. It was noticed that the contour lines generated from the ALSM data were inconsistent with the contour maps created with the TDOT aerial survey data. The two sets of contours show different contour shapes as well as horizontal coordinate shifts. In order to investigate the possible causes of these differences between the two sets of contour lines, UTK was asked to conduct an evaluation of the ALSM data. This report presents the findings of this evaluation study. KW - Accuracy KW - Aerial surveying KW - Contour maps KW - Decatur (Tennessee) KW - Geographic information systems KW - Interpolation KW - Laser swath mapping UR - http://www.tdot.state.tn.us/longrange/reports/Res-1192.pdf UR - http://ntl.bts.gov/lib/19000/19600/19605/PB2002108317.pdf UR - https://trid.trb.org/view/719074 ER - TY - RPRT AN - 00927572 AU - Thompson, G AU - Remily, M AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FIELD VERIFICATION PROCESS FOR OPEN-GRADED HMAC MIXES: FINAL REPORT PY - 2002/07 SP - 26 p. AB - The State of Oregon uses significant amounts of open-graded hot mix asphalt concrete (HMAC) mixes as primary wearing courses on state highways. The primary materials design system for these mixes relies heavily on laboratory draindown to select the design asphalt content. Subsequent adjustments in the field rely heavily on the visual draindown characteristics as well. Draindown is a limiting characteristic in terms of constructability of open-graded mixes, but adjustments made to mitigate draindown may reduce the long-term performance of the wearing surface. This research looked at the viability of using conventional film thickness measurements as a means of field verifying the quality of the open-graded mixtures being produced. The findings were that conventional film thickness measurements were too sensitive to the material passing the 75 micro-m sieve and were therefore not a practical tool. The authors proposed a simple alternative involving measuring the volume change that occurs when asphalt cement is added to uncoated aggregate. This measurement tool uses readily available field laboratory equipment and provides a simple means of measuring a fundamental mixture property. KW - Asphalt concrete KW - Design KW - Draindown KW - Field tests KW - Film KW - Hot mix asphalt KW - Materials KW - Mixtures KW - Open graded aggregates KW - Oregon KW - State highways KW - Thickness KW - Volume changes KW - Wearing course (Pavements) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FieldVerifProcessHMACpdf.pdf UR - http://ntl.bts.gov/lib/19000/19600/19604/PB2002108316.pdf UR - https://trid.trb.org/view/718631 ER - TY - ABST AN - 01460974 TI - LTPP Data Analysis: Influence of Design and Construction Features on the Response and Performance of New Flexible and Rigid Pavements AB - The objectives of this research are (1) to determine, for specific site conditions, the effects of design and construction features on pavement response and (2) to determine the contributions of design and construction features to achieving different levels of performance. KW - Flexible pavements KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement management systems KW - Performance evaluations KW - Research projects KW - Rigid pavements UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=596 UR - https://trid.trb.org/view/1229192 ER - TY - ABST AN - 01460879 TI - Assessing and Mitigating Future Impacts to the Federal Highway Trust Fund such as Alternative Fuel Consumption AB - The objectives of this research project are to (a) define the impact in 2001 of the use of alternative fuels and other products both nationally and by state that resulted in the reduced consumption of petroleum based motor fuels; (b) assess the extent of increased use of alternative fuels and the reasons for the increased use where present; (c) identify procedures to forecast the use of alternative fuels in 2002 and beyond, and apply the procedures to forecast use of alternative fuels in fiscal years 2002 through 2009; and (d) prepare a report presenting findings and recommendations for agency staff. Recent data reflect that increased use of alternative fuels is occurring much faster than forecasted in previous years. This increase has created a significant negative impact on revenue levels deposited in the Federal Highway Trust Fund. This results in the reduction of funds available for transportation improvements in Federal fiscal year 2003 and in years beyond. It also sets a new lower baseline for Highway Trust Fund revenue estimates just one year prior to beginning the debate on the reauthorization of TEA-21. It is essential that options be researched and prepared in a timely manner to be debated as part of the reauthorization of TEA-21 in 2003 to help ensure a solid level of funding is provided for transportation improvements in relationship to the use of the transportation system. KW - Alternative fuels KW - Forecasting KW - Fuel consumption KW - Motor fuels KW - National Cooperative Highway Research Program KW - Petroleum fuels KW - Research projects KW - Transportation Equity Act for the 21st Century UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=483 UR - https://trid.trb.org/view/1229097 ER - TY - ABST AN - 01459186 TI - Soak Period Distributions for MOBILE Source Emissions Modeling AB - No summary provided. KW - Emissions trading KW - Mobile communication systems KW - Radio transmitters KW - Rainfall KW - Research projects UR - https://trid.trb.org/view/1227398 ER - TY - ABST AN - 01459383 TI - Study for Large Observation Angle Effects & Night Visibility for Trucks AB - No summary provided. KW - Highway safety KW - Night visibility KW - Research projects KW - Truck crashes KW - Truck traffic KW - Trucking safety UR - https://trid.trb.org/view/1227596 ER - TY - RPRT AN - 00929152 AU - Hall, R W AU - University of Southern California, Los Angeles AU - California Department of Transportation AU - Federal Highway Administration TI - ALTERNATIVE ACCESS AND LOCATIONS FOR AIR CARGO PY - 2002/06/13 SP - 46 p. AB - In recent years, air cargo has been the fastest growing segment of the goods movement industry in the United States, placing increasing demands both on airports and ground transportation to/from airports. This project documents and analyzes issues confronting air cargo movements in Southern California (the Los Angeles and San Diego areas), develops strategies for accommodating growth in air cargo, and assesses the impacts of these strategies on carrier operations. The emphasis is on the operation of the cargo carriers themselves, rather than on the governmental entities that serve these carriers. Particular emphasis is given to operation of integrated carriers. Within Southern California, LAX is the dominant cargo airport, trailed by Ontario and San Diego. LAX acts as an international gateway between North America and Asia. It is also the location for the FedEx "Metroplex" (min-hub). The majority of the freight traffic through LAX travels on passenger/freight airlines. Ontario is dominated by UPS' regional hub, which serves 78% of the airport's freight volume. San Diego provides a mixture of domestic and international service. Other airports serve domestic hub traffic of integrated airlines, within local areas. This report describes the roles of these airports with respect to the operational concerns of air cargo carriers. KW - Air cargo KW - Air freight forwarders KW - Aircraft operations KW - Airport access KW - Airport ground transportation KW - Airport operations KW - Southern California KW - Strategic planning UR - http://ntl.bts.gov/lib/19000/19500/19589/PB2002108189.pdf UR - https://trid.trb.org/view/719057 ER - TY - ABST AN - 01459402 TI - Center of Excellence in Finite Element Crash Analysis AB - No summary provided. KW - Crash injury research KW - Finite element method KW - Highway safety KW - Research projects UR - https://trid.trb.org/view/1227615 ER - TY - RPRT AN - 00929168 AU - French, L J AU - Iskander, W AU - Jaraiedi, M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - TRAFFIC VOLUME MONITORING RELATED RESEARCH II PY - 2002/06/10 SP - 63 p. AB - Three objectives were undertaken as part of this research. First, a literature review and national survey of growth factor estimation procedures were conducted. Of particular interest were the frequency, duration, and spatial density of counts collected to support the estimation of growth factors. It was determined that the Pennsylvania Department of Transportation (PENNDOT) might improve their growth factor estimation program through the collection of traffic data at more locations for a shorter (than three weeks) duration. Second, historical PENNDOT traffic data were used to test the impact of reducing the duration of control counts from three weeks and to determine the benefits of including more locations. It was found that the three-week duration provided little if any benefit over 48-hour counts. In contrast, the additional locations improved the growth factor estimates. Finally, historical PENNDOT traffic data were used to cluster the existing permanent continuously operating automated traffic recorders according to monthly factors and other criteria. It was determined that the existing Traffic Pattern Groups developed by PENNDOT should be retained. KW - Automatic traffic recorders KW - Cluster analysis KW - Data collection KW - Growth factors KW - Literature reviews KW - Location KW - Monitoring KW - Pennsylvania KW - Spatial density KW - Surveys KW - Time duration KW - Traffic counting KW - Traffic data KW - Traffic volume UR - https://trid.trb.org/view/719071 ER - TY - ABST AN - 01459387 TI - Gate Valves for Culvert Set-Up AB - No summary provided. KW - Culverts KW - Research projects KW - Valves KW - Valves UR - https://trid.trb.org/view/1227600 ER - TY - ABST AN - 01459196 TI - Tribes and an Infrastructure for a New Nation: A Workshop on Tribal Transportation Issues AB - No summary provided. KW - Indian reservations KW - Infrastructure KW - Research projects KW - Transportation planning KW - Tribology KW - Workshops UR - https://trid.trb.org/view/1227408 ER - TY - ABST AN - 01459185 TI - A Guide to Visual Quality in Noise Barrier Design AB - No summary provided. KW - Design KW - Guidelines KW - Noise KW - Noise barriers KW - Research projects KW - Visualization UR - https://trid.trb.org/view/1227397 ER - TY - ABST AN - 01459236 TI - Center of Excellence in Finite Element Crash Analysis AB - No summary provided. KW - Crash injury research KW - Finite element method KW - Highway safety KW - Research projects UR - https://trid.trb.org/view/1227448 ER - TY - RPRT AN - 01511879 AU - United States Federal Highway Administration TI - I-405 Corridor Program, King and Snohomish counties : environmental impact statement PY - 2002/06//Volumes held: Draft, Final(3v) KW - Environmental impact statements UR - https://trid.trb.org/view/1296203 ER - TY - RPRT AN - 01453856 AU - Alleman, James E AU - Graves, Steve M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Wetlands Replacement Practices and Procedures for Indiana Highway Projects PY - 2002/06//Final Report SP - 54p AB - It is estimated that Indiana has already lost more than 80% of its original, native wetlands, and concerns have been expressed that some fraction, and perhaps even a sizable fraction, of these losses can be historically linked to highway construction associated with Indiana Department of Transportation (INDOT) related activities. These wetlands are important for several reasons, in that they help keep ground water and surface water clean, serve as reservoirs for floodwaters, help recharge groundwater, provide habitats for many species of animals, and serve as recreational areas. This underlying concern behind this accusation, therefore, is that the construction of state and federal roads historically carried out by INDOT has adversely affected wetlands quantitatively and qualitatively. Whether the accusation of a negative impact quantitatively is properly placed is the purpose of this research. Aspects of wetlands that were examined include the extent of lands that were potentially historic wetlands, the relationship between these and the wetlands that currently exist within the state of Indiana, the relationship between road proximity and the prevalence of wetlands, and the relationship between farming intensity and wetlands and forest cover and wetlands. This research, however, did not attempt to determine any qualitative effects of road construction and proximity of roads in relation to wetland damage and/or loss. This research effort was carried out primarily with the use of geographic information systems (GIS) using map data derived from a variety of sources, including: 1) the USDA National Forest Service Inventory Analysis (FIA); 2) the U.S. Department of Interior U.S. Fish and Wildlife Service National Wetlands Inventory (NWI); 3) the U.S. Department of Agriculture National Resource Conservation Service (NRCS) soils data; 4) the U.S. Department of Agriculture 1007 Census of Agriculture; and 5) Purdue University. KW - Environmental impacts KW - Geographic information systems KW - Groundwater KW - Indiana KW - Reservoirs KW - Road construction KW - Wetlands UR - http://dx.doi.org/10.5703/1288284313459 UR - https://trid.trb.org/view/1218845 ER - TY - RPRT AN - 01158166 AU - Lenke, Lary R AU - McKeen, R Gordon AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Ultra-Thin Whitetopping (UTW) for General Aviation Airports in New Mexico PY - 2002/06//Final Report SP - 50p AB - Whitetopping is a pavement rehabilitation construction practice where portland cement concrete (PCC) is placed over an existing asphalt concrete pavement as an overlay. Ultra-thin whitetopping (UTW) is generally a thin overlay with a thickness between 2 and 4 inches. UTW is usually of high strength and made with fibers for improved tensile strength, ductility and enhanced fatigue life. UTW differs from conventional whitetopping because of the design and construction procedures that ensure substantial bonding between the UTW and the underlying asphalt. UTW also employs much closer joint spacing than conventional whitetopping; this reduces the load-induced stresses within the UTW. UTW does not make use of steel reinforcement. A literature and technology review found that UTW is a proven means of asphalt pavement rehabilitation for improved serviceability. The mechanistic design concepts for UTW are clearly established. The construction methodologies have been developed and are in place. The material technology for fiber reinforced high strength PCC is available. Specifications have been written and successfully used on numerous highway and airport pavement projects. The initial cost of UTW is more than the common asphalt concrete pavement rehabilitation used in New Mexico. However, life cycle costs of UTW compared to asphalt overlays are considered competitive. It is recommended that UTW test sections be designed and constructed at an appropriate selected airport in the state of New Mexico. Such a project will allow for the determination of the relative initial costs of the UTW versus asphalt rehabilitation, and long term monitoring will allow for the determination of the life cycle costs and long-term performance of UTW versus asphalt. KW - Airport runways KW - Asphalt concrete pavements KW - Bonding KW - Fiber reinforced concrete KW - High strength concrete KW - Life cycle costing KW - Long term performance KW - Overlays (Pavements) KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Ultra-thin whitetopping UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM01MSC03UltrathinWhitetoppingGeneralAviationAirports2002.pdf UR - https://trid.trb.org/view/918675 ER - TY - RPRT AN - 01155823 AU - Huckelbridge, Arthur AU - Kafali, Cagdas AU - Gilmore, David AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Implementation of Field Strain Measurements for Fatigue Lifetime Evaluation PY - 2002/06//Final Report SP - 128p AB - An accurate estimate of the remaining fatigue lifetime of a bridge is needed in bridge management systems that are used to make cost effective decisions regarding inspection, maintenance, repair, rehabilitation and replacement of existing bridges. The estimation of remaining life is also crucial for assessing permit-vehicle policy and determining the effects of permitting a certain class of overloaded vehicles to use the highways, and can be used to assess legislative policies such as permissible truck weights. The fatigue-life approach can also be applied in the design of new bridges. The objective of this research was to implement a fatigue lifetime assessment system, including both hardware and software, which could be burned over to, and readily utilized by, any non-research bridge personnel. The AASHTO fatigue evaluation criterion (S-N curve approach) is used to develop an algorithm which predicts the remaining life of the monitored structural detail, based up on a collected strain histogram, as well as additional information regarding the AASHTO detail category, the prior years of service for the detail, and traffic growth rate, supplied through the user interface. KW - Bridge management systems KW - Evaluation and assessment KW - Fatigue (Mechanics) KW - Field studies KW - Life cycle analysis KW - Strain (Mechanics) KW - Structural health monitoring UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51574483 UR - https://trid.trb.org/view/916386 ER - TY - RPRT AN - 01110643 AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Basic Traffic Control for Utility Operations: Guide to Temporary Traffic Control for Utility Operations PY - 2002/06//Version 001 SP - 50p AB - This Guide is provided as a quick reference to utility companies working with temporary traffic control. It is based on the standards and guidelines found in Part 6 of the Manual on Uniform Traffic Control Devices and the requirements of the Americans with Disabilities Act. This pocket-size booklet describes only some of the general guidelines, standards and possible applications. It is not intended to be used in lieu of the appropriate standards and specific local requirements. KW - Americans with Disabilities Act KW - Handbooks KW - Highway traffic control KW - Maintenance practices KW - Manual on Uniform Traffic Control Devices KW - Public utilities KW - Utility companies UR - https://trid.trb.org/view/870246 ER - TY - RPRT AN - 01104248 AU - Alleman, James E AU - Graves, Steve M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Wetland Replacement Practices and Procedures for Indiana Highway Projects PY - 2002/06//Final Report SP - 53p AB - It is estimated that Indiana has already lost more than 80% of its original, native wetlands, and concerns have been expressed that some fraction, and perhaps even a sizable fraction, of these losses can be historically linked to highway construction associated with INDOT-related activities. These wetlands are important for several reasons, in that they help keep ground water and surface water clean, serve as reservoirs for floodwaters, help recharge groundwater, provide habitats for many species of animals, and serve as recreational areas. This underlying concern behind this accusation, therefore, is that the construction of state and federal roads historically carried out by INDOT has adversely affected wetlands quantitatively and qualitatively. Whether the accusation of a negative impact quantitatively is properly placed is the purpose of this research. Aspects of wetlands that were examined include the extent of lands that were potentially historic wetlands, the relationship between these and the wetlands that currently exist within the state of Indiana, the relationship between road proximity and the prevalence of wetlands, and the relationship between farming intensity and wetlands and forest cover and wetlands. This research, however, did not attempt to determine any qualitative effects of road construction and proximity of roads in relation to wetland damage and/or loss. This research effort was carried out primarily with the use of geographic information systems (GIS) using map data derived from a variety of sources, including: 1) the USDA National Forest Service Inventory Analysis (FIA); 2) the U.S. Department of Interior U.S. Fish and Wildlife Service National Wetlands Inventory (NWI); 3) the U.S. Deptment of Agriculture National Resource Conservation Service (NRCS) soils data; 4) the U.S. Department of Agriculture 1007 Census of Agriculture; and 5) Purdue University. KW - Environment KW - Environmental design KW - Environmental impacts KW - Geographic information systems KW - Highway planning KW - Indiana KW - Road construction KW - Wetland conservation KW - Wetlands UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1807&context=jtrp UR - https://trid.trb.org/view/863991 ER - TY - RPRT AN - 01074597 AU - Federal Highway Administration TI - Wyoming Forest Highway 4 U.S. 212 (KP 39.5 to KP 69.4), the Beartooth Highway, Park County : environmental impact statement PY - 2002/06//Volumes held: Draft KW - Environmental impact statements KW - Wyoming UR - https://trid.trb.org/view/833991 ER - TY - RPRT AN - 01003771 AU - Stone, John R AU - Saur, Gregory J AU - Letchworth, William E AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Guidelines for NCDOT Project-Level Traffic Forecasting Procedures PY - 2002/06//Final Report SP - 187p AB - This project documents a methodology and related procedures to accomplish project-level traffic forecasting for the North Carolina Department of Transportation. While the methodology is general and can guide an engineer or planner through various steps including field visits, local discussions, data collection, analysis and documentation, the procedures provide explicit analytical tools appropriate for the forecasting task. The methodology structures and systematizes the forecasting process using two general methods: (1) the hand method which utilizes spreadsheet procedures to address smaller, rather isolated projects, and (2) TransCAD which can evaluate larger projects that are part of complicated networks. Given Base Year traffic volumes, turning movements, land use and transportation network information, both methods provide estimates of future facility volumes and turning movements assuming alternative development scenarios. The methodology implicitly recognizes uncertainty in the forecasting process regarding development (trip generation) and the importance of truck traffic estimates for design. KW - Guidelines KW - Methodology KW - North Carolina KW - Procedures KW - Spreadsheets KW - Traffic forecasting KW - TransCAD (Computer program) KW - Trip generation KW - Truck traffic KW - Uncertainty UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-10FinalReport.pdf UR - https://trid.trb.org/view/760227 ER - TY - RPRT AN - 00980001 AU - Najm, H AU - Nassif, H AU - Bezgin, N O AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - CIRCULAR ELASTOMERIC BEARINGS PY - 2002/06 SP - 81p AB - Reinforced and unreinforced elastomeric bearing pads have been used for bridges in New Jersey for about five years. The shape of these bearings is square or rectangular and their orientation is generally in the direction of thermal movements. Although the direction of thermal movement for straight bridges can be reasonably predicted, the direction of displacements of skewed and curved bridges may not be well defined. For rectangular bearings, if the direction of movement is not oriented along one of the principal axes of the bearing, distortion of the bearing may occur. The problem gets worse if the fatigue loading is significant which could cause delamination at the elastomer-steel shim interface. For very wide bridges, circular bearings have a better performance than square or rectangular bearings because transverse as well as longitudinal movement needs to be considered and the direction of movement is not along the certerline of the beam. Moreover, rectangular bearings often need to be notched to provide edge clearance for certain capital geometries, which increases the cost of the bearing and adds more corners to its shape. Also in some instances, these bearings may not be properly oriented in the field as required by the contract drawings. Circular elastomeric bearings are not direction dependent and they exhibit the same behavior in all directions. The circular shape, moreover, does not have edge corners, which eliminates stress concentrations and the possibility of distortions. These bearings are less likely to be notched compared to the rectangular bearings and their orientation in the field is simple. Their advantages on skewed, curved, and wide bridges make them an attractive alternative to rectangular bearings, however, their behavior needs to be studied and evaluated. A nationwide survey has been conducted to evaluate state departments of transportation experience with circular elastomeric bearings and a finite element investigation was conducted to compare various bearing geometries. Survey results showed circular elastomeric bearings are being used in several states and more states are willing to consider them. Results from the analytical investigation showed that circular bearings have higher translational and rotational stiffness compared to square and rectangular bearings. The analysis also showed nonlinear distribution of normal stresses across the bearing and the existence of tensile stresses at the interface between the elastomer top layer and the steel shim under compressive and shear loads. KW - Bridge bearing pads KW - Circular elastomeric bearings KW - Curved bridges KW - Elastomers KW - Finite element method KW - Shape KW - Skew bridges KW - State departments of transportation KW - Stiffness KW - Stresses KW - Surveys UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-005.pdf UR - https://trid.trb.org/view/740777 ER - TY - RPRT AN - 00969917 AU - Turnbull, K F AU - Texas Transportation Institute AU - Federal Highway Administration TI - EFFECTS OF CHANGING HOV LANE OCCUPANCY REQUIREMENTS: EL MONTE BUSWAY CASE STUDY PY - 2002/06 SP - 64 p. AB - In 1999, the California Legislature passed Senate Bill 63, which lowered the vehicle-occupancy requirement on the El Monte Busway on the San Bernardino (I-10) Freeway from three persons per vehicle (3+) to two persons per vehicle (2+) full time. The California Department of Transportation (Caltrans) was directed to implement this change on January 1, 2000 and to monitor and evaluate the effects of the 2+ requirement on the operation of the Busway and the freeway. Based on the operational effects that resulted from this change, new legislation was approved increasing the vehicle-occupancy requirement back to 3+ during the morning and afternoon peak periods effective July 24, 2000. This report represents information on the effect the change in the vehicle-occupancy requirement had on the operation of the Busway and freeway, public transit services, violation rates, accidents, local and feeder roadways, and public response. The assessment is based on available information from Caltrans, Foothill Transit, the Los Angeles County Metropolitan Transportation Authority, the California Highway Patrol, and other local agencies. Lowering the vehicle-occupancy requirement from 3+ to 2+ full time had a detrimental effect on the Busway. At the same time, significant improvements were not realized in the general-purpose freeway lanes. Morning peak-period travel speeds in the Busway were reduced from 65 mph to 20 mph, while travel speeds in the general-purpose lanes decreased from 25 mph to 23 mph for most of the demonstration. Hourly Busway vehicle volumes during the morning peak period increased from 1,100 to 1,600 with the 2+ designation, but the number of persons carried declined from 5,900 to 5,200. The freeway lane vehicle volumes and passengers per lane per hour remained relatively similar. Peak-period travel times on the Busway increased by 20 to 30 minutes. Bus schedule adherence and on-time performance declined significantly and passengers reported delays. KW - Busways KW - California KW - Case studies KW - Freeway operations KW - Freeways KW - High occupancy vehicle lanes KW - Impacts KW - Monitoring KW - On time performance KW - Passenger volume KW - Peak periods KW - Traffic speed KW - Traffic volume KW - Travel time KW - Vehicle occupancy UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13692_files/ElMonteFinalReport.pdf UR - https://trid.trb.org/view/681056 ER - TY - RPRT AN - 00965945 AU - Muzio, A R AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - DEMONSTRATION PROJECT FOR THERMAL IMAGING SAFETY SCREENING SYSTEM PY - 2002/06 SP - 19 p. AB - This project developed a design for and a prototype of a Thermal Imaging Safety Screening System (TISSS) to be used to select commercial vehicles for safety inspections. The TISSS allows an operator to view the relative temperatures of the brake drums seen through the wheels. The contrast between component temperatures of properly operating brakes and malfunctioning brakes is dramatic. The TISSS uses commercial, off-the-shelf components, which reduce acquisition and maintenance costs and are more widely available. The TISSS was deployed at the Douglas Co. weigh station in two configurations. In the first, the camera assembly was adjacent to the entrance ramp, required a dedicated operator, and screened all vehicles entering the station. In the second, the assembly was adjacent to the static sales, screened only those vehicles being weighed, and required no additional personnel to operate. In both configurations, a PC-based video capture system allowed viewing, storage, and printing of selected images. KW - Brake drums KW - Brakes KW - Cameras KW - Commercial vehicles KW - Demonstration projects KW - Inspection equipment KW - Safety KW - Temperature KW - Thermal imagery KW - Weigh stations UR - http://www.dot.ga.gov/BuildSmart/ResearchDocuments/reports/r-RP2014.pdf UR - https://trid.trb.org/view/678147 ER - TY - RPRT AN - 00964112 AU - Zia, P AU - Kowalsky, M J AU - Ellen, G C AU - Longo, S E AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - FATIGUE PERFORMANCE OF LARGE-SIZED LONG-SPAN PRESTRESSED CONCRETE GIRDERS IMPAIRED BY TRANSVERSE CRACKS PY - 2002/06 SP - 170 p. AB - Two full-size AASHTO prestressed concrete girders, one Type III and one Type V, were tested for fatigue resistance. Both girders were impaired by transverse cracks in their top flanges near the midspan and the cracks extended well into the web of each girder. Each girder was subjected to one million cycles of service load and 2,500 cycles of intermittent overload as if the girder were made composite with a cast-in-place bridge deck. The overload was equivalent to 75% of the ultimate capacity of the composite girder. Prior to the fatigue test, each girder was tested beyond its cracking load to create flexural cracks in its tension flange. After the fatigue loadings, the girders were tested to failure to determine their ultimate load capacities. Analytical studies were also conducted to model the behavior of the girders by using two separate computer programs, one called Cracked Beam and the other Response 2000. The former was developed by using Microsoft Excel and the latter was acquired from the University of Toronto in Canada. The test results demonstrated that the fatigue loadings had virtually no effect on the girder behavior. The girders showed no degradation in stiffness or strength after 1,002,500 cycles of fatigue loading. Both girders showed considerable ductility, and their ultimate loads and maximum deflections exceeded predicted values. The analytical results from both computer programs were sufficiently accurate in predicting the structural performance of the girders. In general, predictions made by Cracked Beam were closer to the experimental results than predictions made by Response 2000. KW - Bridges KW - Computer programs KW - Cracked Beam KW - Deflection KW - Ductility KW - Fatigue (Mechanics) KW - Girders KW - Load tests KW - Long span KW - Performance KW - Prestressed concrete KW - Response 2000 KW - Service loads KW - Stiffness KW - Transverse cracking KW - Ultimate load design UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/1999-01FinalReport-AsAmended.pdf UR - https://trid.trb.org/view/661328 ER - TY - RPRT AN - 00962906 AU - Rowland, E R AU - Hotchkiss, R H AU - Barber, M E AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MODELING HYDROLOGY FOR DESIGN OF FISH PASSAGE PY - 2002/06 SP - 295 p. AB - An estimated 2,400 to 4,000 hydraulic structures are barriers to fish passage in Washington state. Many are culverts inadequately sized for fish passage. Recently, the Washington Department of Fish and Wildlife established statewide guidelines to incorporate fish migration into culvert design by providing two approaches: stream simulation and hydraulic design. Stream simulation involves designing culverts to be wider than the natural channel under bank-full conditions. The hydraulic design option requires culverts to satisfy minimum depth and maximum hydraulic drop constraints ranging from 0.8 to 1.0 ft and permissible velocities from 2.0 to 6.0 ft/sec depending on salmonid species and culvert length. The permissible velocity criterion is to be met during the fish passage design flow. A new model is presented for estimating fish passage design flows at ungaged streams in Eastern Washington. The model is founded on two key concepts: a unique definition of fish passage design flow and an area based approach for estimating this flow at ungaged streams. The fish passage design flow was developed by combining the concepts of allowable fish delay, established to be 3 days, with a consecutive day analysis. This design flow ensures that fish are not delayed for more than 3 consecutive days during a water year. A fish passage design flow per unit area is assigned to previously delineated subwatersheds in Eastern Washington. Similarity relationships, derived from basin characteristics, relate U.S. Geological Survey gaging stations to subwatersheds in Eastern Washington. These relationships form the basis for assigning a value of fish passage design flow per unit area to each subwatershed in Eastern Washington. The percent standard error for this model was calculated as 36%. This is a significant improvement from the 75% standard error calculated for the model that previously addressed fish passage design flows in Eastern Washington. KW - Culverts KW - Design KW - Design flow KW - Fish passage KW - Fishes KW - Hydraulic structures KW - Hydrology KW - Mathematical models KW - Migration KW - Standard error KW - Streams KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/545.1.pdf UR - https://trid.trb.org/view/660933 ER - TY - RPRT AN - 00962096 AU - Huang, S S AU - Jetta, N AU - Keltner, D AU - Wang, X AU - Watson, B AU - University of Arizona, Tucson AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ARIZONA DEPARTMENT OF TRANSPORTATION INFORMATION DATA WAREHOUSE APPLICATION: EVALUATION OF HIGHWAY ECONOMIC REQUIREMENTS SYSTEM/STATE MODEL AS A DATA SOURCE COMPONENT PY - 2002/06 SP - 72 p. AB - This report was prepared by a team of graduate students in the management Information Systems Department at the University of Arizona. The purpose of this project was to: determine if the Highway Economic Requirements System (HERS) analysis program is suitable for use by the Arizona Department of Transportation (ADOT); if not, determine if it could be made suitable with some manageable modifications; and if no manageable modifications seem reasonably workable, recommend a path the ADOT should take for achieving its asset management objectives. The team concluded that: The HERS, even when modified for the ADOT environment, will not meet transportation infrastructure asset management requirements and is not a product on which to base an On-Line Analytical Processing (OLAP) System from either a user or an organizational viewpoint; and A model framework for an analysis that can be a start for achieving ADOT asset evaluation needs is the Transportation Economic and Land Use System (TELUS). KW - Arizona Department of Transportation KW - Asset management KW - Economic analysis KW - Highway Economic Requirements System KW - Infrastructure KW - Transportation KW - Transportation Economic and Land Use System UR - http://azmemory.azlibrary.gov/cdm/compoundobject/collection/statepubs/id/10407/rec/1 UR - https://trid.trb.org/view/660555 ER - TY - RPRT AN - 00962093 AU - Roubik, D AU - VisionEcon Consulting AU - Arizona Department of Transportation AU - Federal Highway Administration TI - TECHNOLOGY AND INTELLIGENT TRANSPORTATION SYSTEMS (ITS) IMPACT ON FUTURE TRANSPORTATION PY - 2002/06 SP - 41 p. AB - The main thrust for innovation in the transportation field will emerge from persistent pressures to reduce congestion and its impacts on the environment. Future transportation systems will need to provide travelers with individualized and speedier trips that are actually longer in distance due to globalization. At first glance, a satisfactory solution to all of these requirements appears unattainable. However, current research and development in transportation technologies provides clues to the form that the transportation infrastructure could take in the future. This report evaluated the most probable technologies to triumph within future Intelligent Transportation Systems (ITS). This evaluation involves two steps. First, current and emerging technologies are "weeded out" by applying VisionEcon's process for measuring multi-dimensional resistance factors. Second, these results are merged with the results of a survey of six experts within the field of ITS. While many ITS experts may be tempted to dismiss the results of this futuristic outlook as whimsical, it is conventional wisdom that business leaders have often been caught off guard by transformations occurring outside their area of expertise. [One only needs to look at the computer expert's forecast in 1943 that there was "a world market for maybe five computers".] And yet, these peripheral changes that are occurring often have immense and lasting effects on the way the world works. KW - Expert evidence KW - Future KW - Intelligent transportation systems KW - Surveys KW - Technological innovations KW - Transportation UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ507(4).pdf UR - http://ntl.bts.gov/lib/55000/55700/55740/AZ507%284%29.PDF UR - https://trid.trb.org/view/660552 ER - TY - RPRT AN - 00962094 AU - Breyer, J P AU - Works consulting, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ALTERNATE ROUTING INFORMATION SYSTEM (ARIS) PY - 2002/06 SP - 61 p. AB - In a previous project (AZ-485), Arizona Department of Transportation (ADOT) embarked on an effort that provided statewide detour plans for major links of Arizona roadways in print format. That project resulted in a thick binder of letter-size closure/detour descriptions. That resource was clearly limited in its functionality as well as by its bulk. Yet the effort was remarkable in that it yielded specific and proactive detour plans on a statewide basis--thanks to the close cooperation of ADOT and the Department of Public Safety (DPS). This second phase of the solution to the closure/detour problem was launched in April 2001 with the focus on enhancing the accumulated detour plans by providing a user-friendly computer application. This new resource would be called ARIS, the Alternate Routing Information System. It would be supported by a map interface, supplemental roadway network data, the capability of generating new ad hoc closure/detour combinations, and presentation of the library of earlier approved detour plans. This phase is markedly different in that it attempts to put interactive detour generation capability on the desktops of at least 40 potential users. This research effort presents the effects of several strategies for computer application design and delivery. The focus group initially included personnel in ADOT maintenance districts and DPS field offices as the end-users. Many in this audience, however, are not comfortable with computerized tools. The intended application of the ARIS tool does not require that it be routinely or consistently used by only one technician. Therefore the ease of user interface, and the minimization of required training, became prime objectives for the research. KW - Arizona KW - Detours KW - Focus groups KW - Geographic information systems KW - Interactive computer systems KW - Routing KW - Street closure KW - User interfaces (Computer science) UR - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/1264/rec/2 UR - http://ntl.bts.gov/lib/55000/55700/55741/AZ513.PDF UR - https://trid.trb.org/view/660553 ER - TY - RPRT AN - 00960071 AU - Li, S E AU - Zhu, Karen AU - van Gelder, BHW AU - Nagle, J AU - Tuttle, C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - IMPROVING EFFICIENCY OF INDOT TRAFFIC DATA COLLECTION USING GPS DEVICES PY - 2002/06 SP - 92 p. AB - The Indiana Department of Transportation (INDOT) has utilized many new technologies to reduce travel delay, mitigate traffic congestion, and enhance public and employees' safety. Many projects are underway, including re-timing of most existing traffic signals and pavement maintenance and rehabilitation. To evaluate signal system performance, prioritize alternatives of improvement, conduct before and after studies and investigate work zone safety requires a large amount of traffic data such as travel time, speed and delay. Issues, such as safety, efficiency and cost, may arise associated with the current methods. The current manual or automatic data collection usually requires two operators, a driver and a recorder. The current methods also require much time for data processing and the resulting data files may not be reusable. With the global positioning system (GPS) technologies, it appears that traffic data collection can be performed more safely and efficiently. The objective of this study is to investigate use of the GPS technologies to improve efficiency of INDOT traffic data collection, to enhance field operation safety, and to reduce potential human errors. Primary emphasis is given to utilization of GPS receivers to acquire traffic data so as to generate a reusable data file. This kind of data file is essential for providing INDOT traffic engineers with consistent information for assessing the performance of signal systems. Secondary emphasis is given to use of the GPS data in specific transportation studies, such as travel time and delay studies, work zone studies, and congestion management. In this study, the GPS techniques were examined and the Trimble AgGPS 132 devices were tested using the precisely known geographic points. A computer program, GPS-Trek, was developed for data collection and data processing. A huge amount of data was collected over the selected routes. Based on the results of analysis and field tests, a summary of the major findings are as follows: The proposed GPS data collection system is inexpensive and cost-effective. It can improve the efficiency of traffic data collection, save manpower and enhance field operation safety. The AgGPS 132 receiver can provide traffic data of high accuracy and consistency. The field data may exhibit gaps in "deep" urban canyons. However, through interpolation and proper data screening these disadvantages may be limited. The removal of Selective Availability from the GPS signals further improves the accuracy of GPS data. It was shown that the relative positional accuracy using a DGPS service is well below the 0.5 m level. The GPS-Trek consists of two components, one for data collection and the other for data processing. The program is free of personal interpretation during data collection and provides a consistent system of analysis. The resulting data files are reusable. The data file can be easily exported to Microsoft Excel, allowing traffic engineers to utilize their own experience and judgment for data analysis and specific transportation studies. KW - Accuracy KW - Computer programs KW - Cost effectiveness KW - Data collection KW - Field tests KW - Global Positioning System KW - Indiana KW - Information processing KW - Occupational safety KW - Traffic data UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1593&context=jtrp UR - https://trid.trb.org/view/659851 ER - TY - RPRT AN - 00943500 AU - Shafizadeh, K AU - Mannering, F AU - Pierce, L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A STATISTICAL ANALYSIS OF FACTORS ASSOCIATED WITH DRIVER-PERCEIVED ROAD ROUGHNESS ON URBAN HIGHWAYS PY - 2002/06 SP - 141 p. AB - This study linked physical quantitative roadway measures with subjective, driver-perceived measures of roughness on urban highways. 56 participants from the general public were placed in normal traffic conditions and asked their opinions about pavement roughness on 40 predetermined highway test segments. Driver evaluations were collected with other data, such as speed and in-vehicle noise, and matched with driver-specific socio-demographic data and pavement-specific data from the Washington State Department of Transportation and its pavement management system. Results from an ordered logit model indicated that the international roughness index (IRI) is the single best predictor of driver-perceived road roughness and driver acceptability. Pavements with low IRI values generally corresponded with low roughness rankings and high levels of user acceptability. Other factors statistically associated with driver-perceived measures of road roughness included measured IRI, the presence of pavement maintenance, the presence of joints or bridge abutments, the age of the pavement surface, the vehicle type, levels of in-vehicle noise, the speed of vehicle, and the gender and income of the driver. This study also provided empirical data that can be used to both support or challenge the federal IRI acceptability threshold of 170 in./mi (2.7 m/km) recommended by the Federal Highway Administration. KW - Drivers KW - Evaluation KW - International Roughness Index KW - Logits KW - Pavement management systems KW - Ride quality KW - Roughness KW - Statistical analysis KW - Urban highways UR - http://www.wsdot.wa.gov/research/reports/fullreports/538.1.pdf UR - https://trid.trb.org/view/643587 ER - TY - RPRT AN - 00942624 AU - Hopkins, T C AU - Beckham, T L AU - Sun, L AU - Ni, B AU - Butcher, B AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - LONG-TERM BENEFITS OF STABILIZING SOIL SUBGRADES PY - 2002/06 SP - 125 p. AB - Chemical admixtures have been used extensively since the mid-80s in Kentucky to improve bearing strengths of soil subgrades. Most pavements in Kentucky are constructed on clayey soils. Although short-term observations at a small number of sites showed that chemical stabilization worked very well, a need existed to perform a more comprehensive review and to assess the long-term benefits of this subgrade stabilization method. The main intent of this study was an attempt to address questions concerning bearing strengths, longevity, durability, structural credit, economics, and performance of pavements resting on soil subgrades mixed with chemical admixtures. In-depth field and laboratory studies were performed at 14 roadway sites containing 20 different treated subgrade sections. Ages of the sites range from about 8 to 15 years. About 455 borings were made at the various sites. Air, instead of water, was used as the drilling media. In situ CBR tests were performed on the treated subgrades and the untreated subgrades lying directly below the treated layers. Index tests and resilient modulus tests were performed on samples collected from the treated and untreated subgrades. Falling weight deflectometer (FWD) tests were performed. At the 85th percentile test value, the in situ CBR values of subgrades mixed with hydrated lime, portland cement, a combination of hydrated lime and portland cement, and a byproduct (MKD) obtained in the production of hydrated lime were 12 to 30 times greater than in situ CBR values of the untreated subgrades. In situ CBR values of the treated layer ranged from 24 to 59 while the in situ CBR of the untreated layer at the 85th percentile test value was only 2. Based on rating criteria of the Kentucky Transportation Cabinet, the conditions of the pavements at 12 sites could be rated "good" at the time of the study--pavement ages were 8 to 15 years--and "good" at the end of the 20-year design period, based on projected data. At 2 sites, thin asphalt overlays had been constructed after 15 years. However, accumulated values of ESAL at those sites had exceeded or were near the values of ESAL assumed in the pavement designs. At the 20th percentile test value, rutting depths of the pavements resting on the treated subgrades were less than about 0.27 in. Structural layer coefficients for use in pavement design of the different chemically stabilized subgrades were developed. The proposed values were verified at sites where reduced pavement thickness was used and "in service" structural coefficients could be observed. Backcalculated values of FWD modulus of the treated layers were about 2 times the values of modulus of the untreated subgrade. Resilient modulus of the treated subgrades was larger than the resilient modulus of the untreated subgrades. Moisture contents at the top of the untreated subgrade layers showed that a "soft" layer of material exists at the very top of the untreated subgrade. This soft zone did not exist at the top of the treated layer. This discovery has significant engineering implications. KW - Admixtures KW - Bearing capacity KW - Benefits KW - Calcium hydroxide KW - California bearing ratio KW - Clay soils KW - Durability KW - Equivalent single axle loads KW - Falling weight deflectometers KW - Field studies KW - Index tests KW - Kentucky KW - Laboratory studies KW - Layer coefficient (Pavements) KW - Modulus of resilience KW - Moisture content KW - Pavement performance KW - Portland cement KW - Rutting KW - Soil stabilization KW - Subgrade (Pavements) KW - Waste products UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_19_SPR_196_99_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23761/KTC_00_10.pdf UR - https://trid.trb.org/view/643264 ER - TY - RPRT AN - 00941209 AU - McLaughlin, R A AU - North Carolina State University, Raleigh AU - Research and Special Programs Administration AU - Federal Highway Administration TI - MEASURES TO REDUCE EROSION AND TURBIDITY IN CONSTRUCTION SITE RUNOFF PY - 2002/06 SP - 131 p. AB - An evaluation of polyacrylamides (PAM) for both erosion and turbidity control for construction sites was conducted in both the laboratory and the field. A laboratory screening was conduced for 11 PAMs on 13 sediment sources from North Carolina Department of Transportation (NCDOT) construction sites around North Carolina. In addition, a field test of two PAMs and two rates, with and without straw mulch and seeding, on a 2:1 fill slope, a 4:1 cut slope, and a 4:1 fill slope were performed. The results indicate that there is no one PAM that is effective for turbidity reduction on all sediment sources, but several are promising for many soils. Superfloc A-100 ranked among the top three flocculants for 10 of 13 sediment sources. Some PAMs are equally effective but at different doses, some as low as 0.75 mg/L, or a few grams per 1,000 cubic ft of water. The differences between PAMs in reducing turbidity was clearest shortly after mixing the PAMS and soil. These turbidity differences were usually maintained 30-60 minutes after mixing, but allowing the soil/water mix to settle for 24 hours reduced or eliminated the differences. Tests of PAM with and without mulching on 2:1 slopes at NCDOT construction sites failed to show a significant reduction in turbidity or erosion. Erosion rates were 2 times greater on bare soil plots after the first several events, with or without PAM, compared to those mulched with straw and seeded to grass. During the eighth and last event, in which over 6 cm of rain was recorded, rates of over 50 tons/ha were recorded for a single, intense storm event for the bare soil plots compared to 3-9 tons/ha on the mulched/seeded plots. PAM at the highest rate (11kg/ha) was effective in reducing erosion and turbidity on the 4:1 cut slope with a clay loam texture but the effect declined with each storm event. On the sandy 4:1 fill slope, there was no evidence of PAM effects, even at 20 kg/ha. PAM was effective in flocculating turbid water pumped from a borrow pit but turbulence within the basin tended to keep the flocs from settling. KW - Clay soils KW - Construction sites KW - Drainage KW - Embankments KW - Erosion control KW - Field tests KW - Flocculating agents KW - Laboratory tests KW - Mulching KW - North Carolina KW - Polyacrylamides KW - Rainfall KW - Runoff KW - Sandy soils KW - Sediments KW - Seeding KW - Slopes KW - Turbidity UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2001-05FinalReport.pdf UR - https://trid.trb.org/view/642520 ER - TY - RPRT AN - 00940574 AU - Srinivasan, R AU - McKnight, C E AU - Kishnani, S AU - University Transportation Research Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF GRADUATED DRIVER LICENSING IN NEW JERSEY PY - 2002/06 SP - 102 p. AB - New Jersey started enforcing a graduated driver license (GDL) system on January 1, 2001. The system requires a three-step process for full licensing: learner's permit at 16 years of age at the earliest; provisional license at 17; and, a basic license at 18. This report is the first phase of an evaluation of the New Jersey GDL system. The number and types of traffic crashes, traffic violations, and license suspensions in New Jersey by age for the years immediately before 2001 were analyzed. The second phase will look at the same type of data after 2001 and will compare the results to the pre 2001 analysis to determine what the impact of GDL has been. The analysis of the pre-2001 data shows that 17 year olds have substantially more crashes and violations per 10,000 people compared to other drivers. A higher percentage of their crashes are single vehicle crashes. In addition, a much higher percent of their crashes are due to unsafe speed, and a higher percent of their crashes are due to inattention, and a failure to obey traffic control devices or yield right of way, compared to middle aged drivers. A higher percent of their violations are due to speeding than any other group, and a higher percent are due to careless driving than for middle aged drivers. KW - Crash causes KW - Crash records KW - Driver categories KW - Driver experience KW - Graduated licensing KW - New Jersey KW - Novices KW - Teenage drivers KW - Traffic safety KW - Young adults UR - https://trid.trb.org/view/731478 ER - TY - RPRT AN - 00940575 AU - Parker, N A AU - University Transportation Research Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE PERFORMANCE OF PERMANENT PAVEMENT MARKINGS AND RETRO REFLECTORS IN SNOWPLOWABLE RAISED PAVEMENT MARKERS PY - 2002/06 SP - 109 p. AB - In anticipation of federal retroreflectivity standards for pavement markings, the New Jersey Department of Transportation (NJDOT) undertook to evaluate their three-year fixed schedule restriping strategy, to see if it is consistent with the actual service life of the pavement markings. One of the primary tasks was to develop a threshold value of retroreflectivity level below which a pavement marking will no longer be considered "bright enough" to be useful for motorist nighttime guidance. The results suggested that the threshold value of acceptable versus unacceptable level of retroreflectivity appeared to be between 80 and 130 mcd/m2/lux, for New Jersey drivers of age less than 55 years, and between 120-165 mcd/m2/lux for drivers older than 55. This result is consistent with conclusions reached by other investigators on similar research, with results generally ranging between 70-170 mcd/m2/lux. The analysis further suggests that, concentrating resources on restriping New Jersey pavement markings with retroreflectivity below 130 mcd/m2/lux would achieve a greater relative increase in driver satisfaction than restriping pavement markings with retroreflectivity above 130 mcd/m2/lux. The Interim Visibility Indices (IVI) were developed for each age group based on pavement marking type, for use by NJDOT in determining and prioritizing needs and qualification of related resources required, based on the threshold between acceptable and unacceptable retroreflectivity, when developing the new pavement marking management system. This will also allow for cost benefit/life cycle analysis for different pavement marking materials. KW - Calibration KW - Marking materials KW - New Jersey KW - Pavement design KW - Raised road markings KW - Retroreflectivity KW - Service life KW - Snowplows KW - Standards UR - https://trid.trb.org/view/731479 ER - TY - RPRT AN - 00941185 AU - Saiidi, M AU - Gopalakrishnan, B AU - Reinhardt, E AU - Siddharthan, R AU - University of Nevada, Reno AU - Nevada Department of Transportation AU - Federal Highway Administration TI - A PRELIMINARY STUDY OF SHAKE TABLE RESPONSE OF A TWO-COLUMN BRIDGE BENT ON FLEXIBLE FOOTINGS PY - 2002/06 SP - 59 p. AB - This study seeks to determine the effect of footing flexibility on the dynamic response of large-scale two-column bridge bents subjected to earthquake loads simulated on a shake table. A quarter-scale bent with two square columns supported on spread footings was the subject of the study. The beam and the columns incorporated several innovative features with respect to the plastic hinge location and application of carbon fiber reinforced plastics. However, these issues were not the focus of the study in this report. Of particular relevance to this study was simulation of translational and rocking flexibility of soil through elastomeric bearing pads that were placed underneath and on the sides of the footings. Three footing configurations were studied. One was with substandard footings resting on flexible supports, another with retrofitted footings resting on flexible supports and the third with footings that were fixed to the shake table. The testing of cases with flexible footings was essentially in the linear range so that the frame above the footings could be saved for the fixed base study, in which loading continued until failure. Results showed a substantial reduction in the steel bar strains near the base of the columns as a result of footing flexibility. Reduction in strains elsewhere in the bent and the footings was also significant, but to a lesser extent. The results strongly suggest that retrofit requirements at column bases to address lap splices and low shear and confinement reinforcement may be reduced when the beneficial effects of soil flexibility are accounted for. KW - Bars (Building materials) KW - Bents KW - Bridge bearing pads KW - Bridge engineering KW - Columns KW - Earthquake engineering KW - Earthquake resistant design KW - Elastomers KW - Flexibility KW - Footings KW - Loads KW - Retrofitting KW - Rocking KW - Shaking table tests KW - Soil mechanics KW - Strain (Mechanics) KW - Translational landslides UR - http://www.nevadadot.com/uploadedFiles/NDOT/About_NDOT/NDOT_Divisions/Planning/Research/RDT_02-030_Preliminary_Study_Shake_Table_Response_Two_Column_Bridge_Bent_Flexible_Footings.pdf UR - https://trid.trb.org/view/642503 ER - TY - RPRT AN - 00940852 AU - Beagan, D AU - Grenzeback, L AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - FREIGHT IMPACTS ON OHIO'S ROADWAY SYSTEM PY - 2002/06 SP - v.p. AB - The Ohio Department of Transportation is developing a comprehensive, statewide, travel demand forecasting model, which will include sophisticated freight-planning capabilities; however, the model will not be fully functional until 2005. The purposes of this research study are to determine how readily available freight databases could: provide information on freight flows; forecast freight truck flows on Ohio's roadways; and be used to assess its impact on those roadways. The research study obtained Reebie Associates' 1998 TRANSEARCH database of freight shipments traveling to, from or through Ohio. Forecasts of Ohio's economy were obtained from the firm of DRI-WEFA and used to estimate freight flows for the year 2025. Methods were developed to assign the flow of freight shipments to Ohio's major roadway using database queries within TRANSEARCH. The resulting network flows were then mapped as a roadway network using the ArcView GIS software. The research study found that the Origin-Destination tonnage information could be converted to daily trucks and mapped to Ohio's roadways. The resulting assigned freight truck volumes agreed with the pattern of observed truck counts and screenlines. The methods used, county-to-county assignments and all-or-nothing assignments, produced flows that are accurate for corridors, not for individual facilities. The study conducted four case studies using the freight data to determine the value of the freight data and forecasts. The Highway Economic Requirements System (HERS) model, the analysis tool developed by the Federal Highway Administration to assist in the preparation of the biennial Conditions and Performance Report, was used to assess the impact of future freight-truck travel on Ohio's roadway system. The study examined the freight data and forecast for the I-75 Corridor. The freight-truck forecasts provide detailed information about the industries served/commodities carried now and in the future on I-75. The study examined the potential to divert truck traffic from the Ohio Turnpike to parallel railroad lines. The study examined the use of freight data to support travel demand forecasting models used by Metropolitan Planning Organizations. KW - Case studies KW - Commodities KW - Commodity flow KW - Databases KW - Forecasting KW - Freight transportation KW - Highway corridors KW - Highway Economic Requirements System KW - Highways KW - Impacts KW - Industries KW - Ohio KW - Origin and destination KW - Tonnage KW - Traffic counts KW - Traffic diversion KW - Traffic models KW - Traffic volume KW - TRANSEARCH KW - Travel demand KW - Trucks UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51461984 UR - https://trid.trb.org/view/731814 ER - TY - RPRT AN - 00941300 AU - Dupont, B AU - ALLEN, D AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - MOVEMENTS AND SETTLEMENTS OF HIGHWAY BRIDGE APPROACHES PY - 2002/06 SP - 74 p. AB - This report is a discussion of the bridge approach settlement or movement problem that is so prevalent in the United States. An explanation and/or description is given of the causes of these movements as described in the literature. A discussion concerning the cost to highway agencies is also given. A review and discussion of current practices in the country is given. This includes construction practices on approach embankment foundations, the approach embankment itself, various types of approach slabs, types of abutments and end bents, and drainage around approach embankments and bridge ends. A survey of all 50 states was conducted to determine the problems and practices in those states. Those results are summarized in this report. Additionally, a survey was conducted of all 12 highway districts in Kentucky to determine the differences in practice among those districts. Those results are given in Appendix B. Finally, conclusions and recommendations on the apparent best practices are discussed. KW - Bents KW - Best practices KW - Bridge abutments KW - Bridge approaches KW - Costs KW - Districts and authorities KW - Drainage KW - Embankment foundations KW - Embankments KW - Highway bridges KW - Kentucky KW - Literature reviews KW - Recommendations KW - Settlement (Structures) KW - Slabs KW - State of the practice KW - States KW - Surveys UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_18_SPR_220_00_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23768/KTC_02_18_SPR_220_00_1F.pdf UR - https://trid.trb.org/view/642577 ER - TY - RPRT AN - 00941245 AU - Lin, J D AU - Liao, W G AU - Qiu, K-J AU - Lefor, M W AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - TWO-DIMENSIONAL FINITE-VOLUME HYDRODYNAMIC MODEL FOR RIVER-MARSH SYSTEMS: TUTORIAL, VERSION 1.0 PY - 2002/06 SP - 37 p. AB - The Tutorial is a companion document of Report JHR 02-275, entitled "Two-Dimensional Finite-Volume Hydrodynamic Model for River-Marsh Systems: User's Manual," which provides in detail the description of the model and its operational procedures. An Intel Pentium at 200MHz or above, running under Windows NT 4.0 or Windows 95 or 98 is required to run the model. This document is prepared for users who would like to have a hands-on experience of the model's operation before applying the model to simulate shallow water flow in a river-marsh system. Three examples with analytical solutions and a real site project are provided for practice. The step-by-step instruction will guide a user from creating a project for simulation to presenting the results. The model and all necessary data are provided in the disk included. KW - Computer models KW - Hydrodynamics KW - Marshes KW - Rivers KW - Streamflow KW - Tutorial UR - http://docs.trb.org/00941245.pdf UR - https://trid.trb.org/view/642538 ER - TY - RPRT AN - 00941239 AU - Wilmot, C G AU - Deis, D R AU - Xu, R AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - USER MANUAL FOR OUTSOURCING DECISION ASSISTANCE MODEL PY - 2002/06//Final Report SP - 21p AB - The Louisiana Department of Transportation and Development (DOTD) Outsourcing Decision Assistance Model was developed to assist officials of the DOTD to assess the outsourcing potential of individual activities or functions in the department. The model consists of both a qualitative and a quantitative assessment process which is conducted interactively by a user on a personal computer. The qualitative portion of the model uses the subjective judgment of one or more persons on a set number of perspectives, where each perspective is aimed at a different aspect of the potential for outsourcing. The quantitative portion of the model consists of the comparison of the cost of insourcing or outsourcing the activity. This manual describes how to install and use the computer program that executes both the qualitative and quantitative portions of the model. KW - Computer program documentation KW - Contracting out KW - Decision support systems KW - Interactive computer systems KW - Louisiana Department of Transportation and Development KW - Privatization UR - http://www.ltrc.lsu.edu/pdf/final%20report_364.pdf UR - https://trid.trb.org/view/642533 ER - TY - RPRT AN - 00939850 AU - Deis, D R AU - Watson, E AU - Wilmot, C G AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - DESIGNING A COMPREHENSIVE MODEL TO EVALUATE OUTSOURCING OF LOUISIANA DOTD FUNCTIONS AND ACTIVITIES PY - 2002/06 SP - 66 p. AB - The purpose of this project was to develop a systematic, comprehensive approach to evaluate the potential to outsource agency functions and activities. The end product of this project was a PC-based software tool to provide a means to evaluate qualitative and cost aspects of contracting out services. The model was applied to three activities in the Louisiana Department of Transportation and Development (DOTD) - maintenance of rest areas, highway markers, and highway striping - to demonstrate its use. The results were in line with the expectations of the officials in the DOTD who have experience of actual outsourcing of these activities. The model has been constructed so that the perspectives it considers and the criteria on which outsourcing is assessed may be altered by the user, thereby allowing the model to be used in a variety of settings. KW - Contracting out KW - Cost accounting KW - Evaluation and assessment KW - Louisiana Department of Transportation and Development KW - Pilot studies KW - Privatization KW - Software KW - State departments of transportation UR - http://www.ltrc.lsu.edu/pdf/report_358.pdf UR - http://ntl.bts.gov/lib/55000/55900/55976/LA-REPORT_358.PDF UR - https://trid.trb.org/view/731219 ER - TY - RPRT AN - 00939849 AU - Mohammad, L N AU - Titi, H H AU - Herath, A AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - EFFECT OF MOISTURE CONTENT AND DRY UNIT WEIGHT ON THE RESILIENT MODULUS OF SUBGRADE SOILS PREDICTED BY CONE PENETRATION TEST PY - 2002/06 SP - 102 p. AB - The objective of this study was to investigate the effect of moisture content and dry unit weight on the resilient characteristics of subgrade soil predicted by the cone penetration test. An experimental program was conducted in which cone penetration tests, repeated load triaxial tests, and soil property tests were performed. An experimental setup was fabricated to conduct laboratory cone penetration tests on compacted soil samples. Four soil types and three levels of moisture contents - dry side, optimum, and wet side - were selected for these testings. The results of the laboratory tests were used to validate the prediction models developed during phase I of this research. The application of the cone penetration test in evaluating subgrade soil resilient modulus was successful. KW - Cone penetrometers KW - Dry unit weight KW - Laboratory tests KW - Mathematical prediction KW - Modulus of resilience KW - Moisture content KW - Repeated loads KW - Soil tests KW - Subgrade (Pavements) KW - Triaxial shear tests KW - Validation UR - http://www.ltrc.lsu.edu/pdf/355_EffofM_Content_Jan03.pdf UR - https://trid.trb.org/view/731218 ER - TY - RPRT AN - 00939714 AU - Ticatch, J L AU - Golembiewski, G A AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Scientex Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF THE IMPACTS OF A SEAT BELT SAFETY CAMPAIGN ON PUBLIC ATTITUDES AND BEHAVIOR IN SOUTH-CENTRAL PENNSYLVANIA. VOLUME II: SURVEY DOCUMENTATION REPORT PY - 2002/06 SP - 55 p. AB - This document reports on the reactions and responses of residents in South-Central Pennsylvania to a public information campaign, sponsored by the Pennsylvania Department of Transportation in Engineering District 8-0, encouraging users to "Buckle Up on the Beltway." The over-the-telephone survey, which was conducted July-November 2000, gauged public reaction to the seat belt information campaign. The survey targeted a predominantly three-county area that included Cumberland, Dauphin, and York counties. The final report assesses the effectiveness of the District 8-0 seat belt campaign. The following questions are addressed: What proportion of persons in the targeted areas heard, or otherwise encountered, the campaign message? How did people describe their seat belt usage behavior before commencement of the campaign? What proportion of persons, if any, altered their safety belt usage behavior after exposure to the campaign? This volume, Volume II of the final report, contains the survey documentation report. KW - Attitudes KW - Behavior KW - Behavior modification KW - Pennsylvania KW - Safety campaigns KW - Seat belts KW - Surveys UR - https://trid.trb.org/view/731167 ER - TY - RPRT AN - 00939712 AU - Ticatch, J L AU - Golembiewski, G A AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Scientex Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF THE IMPACTS OF AN ANTI-DUI MEDIA CAMPAIGN ON PUBLIC ATTITUDES AND BEHAVIOR IN WESTERN PENNSYLVANIA. VOLUME II: SURVEY DOCUMENTATION REPORT PY - 2002/06 SP - 56 p. AB - This document reports on the reactions and responses of residents in Western Pennsylvania to a public information campaign, sponsored by the Pennsylvania Department of Transportation in Engineering District 10-0, on the hazards of driving under the influence (DUI) of alcohol. The over-the-telephone survey, which was conducted May-October 2001, gauged public reaction to the anti-DUI information campaign. The survey targeted a predominantly three-county area that included Armstrong, Indiana, and Jefferson counties. The final report assesses the effectiveness of the District 10-0 campaign. It addresses the following questions: How many people in the targeted areas heard, or otherwise encountered, the campaign messages? How many persons were able to recall the message details? What proportion of persons, if any, altered their drinking, driving, and riding behaviors after exposure to the campaign? This volume, Volume 2 of the final report, contains the survey documentation report. KW - Attitudes KW - Behavior KW - Campaigns KW - Drunk driving KW - Mass media KW - Pennsylvania KW - Surveys UR - https://trid.trb.org/view/731165 ER - TY - RPRT AN - 00939711 AU - Ticatch, J L AU - Golembiewski, G A AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Scientex Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF THE IMPACTS OF AN ANTI-DUI MEDIA CAMPAIGN ON PUBLIC ATTITUDES AND BEHAVIOR IN WESTERN PENNSYLVANIA. VOLUME I: SURVEY RESULTS REPORT PY - 2002/06 SP - 25 p. AB - This document reports on the reactions and responses of residents in Western Pennsylvania to a public information campaign, sponsored by the Pennsylvania Department of Transportation in Engineering District 10-0, on the hazards of driving under the influence (DUI) of alcohol. The over-the-telephone survey, which was conducted in May-October 2001, gauged public reaction to the anti-DUI information campaign. The survey targeted a predominantly three-county area that included Armstrong, Indiana, and Jefferson counties. The final report assesses the effectiveness of the District 10-0 campaign. The following questions are addressed: How many people in the targeted areas heard, or otherwise encountered, the campaign messages? How many persons were able to recall the message details? What proportion of persons, if any, altered their drinking, driving, and riding behaviors after exposure to the campaign? KW - Attitudes KW - Behavior KW - Campaigns KW - Drunk driving KW - Mass media KW - Pennsylvania KW - Surveys UR - https://trid.trb.org/view/731164 ER - TY - RPRT AN - 00939713 AU - Ticatch, J L AU - Golembiewski, G A AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Scientex Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF THE IMPACTS OF A SEAT BELT SAFETY CAMPAIGN ON PUBLIC ATTITUDES AND BEHAVIOR IN SOUTH-CENTRAL PENNSYLVANIA. VOLUME I: SURVEY RESULTS REPORT PY - 2002/06 SP - 23 p. AB - This document reports on the reactions and responses of residents in South-Central Pennsylvania to a public information campaign, sponsored by the Pennsylvania Department of Transportation in Engineering District 8-0, encouraging users to "Buckle Up on the Beltway." The over-the-telephone survey, which was conducted July-November 2000, gauged public reaction to the seat belt information campaign. The survey targeted a predominantly three-county area that included Cumberland, Dauphin, and York counties. The final report assesses the effectiveness of the District 8-0 seat belt campaign. The following questions are addressed: What proportion of persons in the targeted areas heard, or otherwise encountered, the campaign message? How did people describe their seat belt usage behavior before commencement of the campaign? What proportion of persons, if any, altered their safety belt usage behavior after exposure to the campaign? KW - Attitudes KW - Behavior KW - Behavior modification KW - Pennsylvania KW - Safety campaigns KW - Seat belts KW - Surveys UR - https://trid.trb.org/view/731166 ER - TY - RPRT AN - 00938409 AU - Klausmeier, R AU - Wisconsin Department of Transportation AU - dKC-de la Torre Klausmeier Consulting, Incorporated AU - Federal Highway Administration TI - LITERATURE AND BEST PRACTICES SCAN: VEHICLE INSPECTION AND MAINTENANCE (I/M) PROGRAMS PY - 2002/06 SP - 98 p. AB - Wisconsin operates a very effective inspection/maintenance (I/M) program, but future improvements in motor vehicles, fuels and emission test methods will change traditional I/M programs. This study aims to identify and discuss the key issues related to Wisconsin's I/M program, assess the validity of existing information to address these key issues, and assess the need and scope of an expanded study to provide information for future decision making regarding Wisconsin's I/M program. The report reviews the status of existing I/M programs in the United States and I/M research being performed by other states. The report also reviews the status of current I/M technology, including second generation onboard diagnostics (OBDII) testing, identification of liquid gasoline leakers, particulate/diesel emissions control program, remote sensing programs, toxic emission control programs, supplemental federal test procedure, and Environmental Protection Agency activities related to I/M programs. The study concludes that additional research is needed to better define future I/M requirements. Key recommendations included the need for a malfunction indicator lamp response study, evaluation of stand-alone alternatives to centralized OBDII inspection, a determination on how to find vehicles with liquid leaks and other gross evaporative emission problems, assessing the need for tailpipe tests on high mileage OBDII equipped vehicles, and investigations into ways to cheat the OBD inspection. KW - Air quality management KW - Best practices KW - Decision making KW - Diesel engine exhaust gases KW - Future KW - Indicating instruments KW - Inspection KW - Inspection equipment KW - Leakage KW - Literature reviews KW - Onboard diagnostics KW - Particulates KW - Program management KW - Recommendations KW - U.S. Environmental Protection Agency KW - Vehicle maintenance KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-09improgram-r.pdf UR - http://ntl.bts.gov/lib/19000/19700/19742/PB2003100152.pdf UR - https://trid.trb.org/view/730638 ER - TY - RPRT AN - 00938129 AU - Young, R AU - Barnes, J AU - Rutherford, G S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MULTIMODAL INVESTMENT CHOICE ANALYSIS VOLUME II: PROGRAM CODE PY - 2002/06 SP - 324 p. AB - The Multimodal Investment Choice Analysis (MICA) project is developing a computer-based tool to assist the Washington State Department of Transportation (WSDOT), the Washington State Transportation Commission, and the Washington State Legislature in making state transportation funding decisions. The function of MICA is to summarize the multimodal budgetary tradeoffs that will result from varying funding allocation and priority scenarios. MICA's methodology is based on benefit-cost and goal achievement analyses. The project has completed the first phase of research. The purpose of this two-volume report is to document the analysis methodology contained within the MICA program, as well as general findings from the first phase of this research effort. This document is also designed to serve as a User's Manual for operating the MICA program. While challenges still exist, the results of the Phase I research effort indicate that development of a multimodal analysis tool is feasible. KW - Analysis KW - Benefit cost analysis KW - Budgeting KW - Computer program documentation KW - Computer programs KW - Decision making KW - Financing KW - Investments KW - Manuals KW - Methodology KW - Multimodal Investment Choice Analysis KW - Multimodal transportation KW - Research KW - Strategic planning KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/547.2.pdf UR - https://trid.trb.org/view/730504 ER - TY - RPRT AN - 00938128 AU - Haas, M E AU - Simenstad, C A AU - Cordell, J R AU - Beauchamp, D A AU - Miller, B S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF LARGE OVERWATER STRUCTURES ON EPIBENTHIC JUVENILE SALMON PREY ASSEMBLAGES IN PUGET SOUND, WASHINGTON PY - 2002/06 SP - 121 p. AB - Although large over-water structures alter nearshore habitat in a number of ways, little work has been done to study how docks affect nearshore fauna. In Puget Sound, juvenile chum, pink, and oceantype chinook salmon migrate along the shorelines and feed extensively on shallow water epibenthic invertebrates. As part of an ongoing project on the effects of ferry terminals on juvenile salmon, this study looked at the effects of large overwater structures on juvenile salmon and their prey. The epibenthic assemblage was sampled for juvenile salmon prey with four sampling regimes: monthly-stratified sampling of epibenthic invertebrates at three terminals, one-time eelgrass patch at a single terminal, onetime high-resolution cross-terminal at a single terminal, and one-time terminal structure sampling at two terminals. The response variables tested included taxa richness and densities of (1) total epibenthos, (2) total juvenile salmon prey, (3) common or abundant salmon prey taxa and (4) common or abundant nonsalmon prey taxa. Both the stratified-monthly and eelgrass sampling indicated that terminals negatively affected all summary response variables and many individual taxa. High-resolution cross-terminal sampling results were less clear, but the negative impacts of the terminal were evident for some taxa. Finally, terminal structure sampling results showed some differences in assemblages on different structure-types and elevations, and an overall smaller abundance of epibenthos on terminal structures than on intertidal sediment and benthic vegetation. In general, these results agreed with impact predictions based on vessel disturbance (propeller wash) and shading of benthic vegetation, and with assessments of these attributes completed during the sampling season. The researchers concluded that decreases or changes in the epibenthos density, diversity, and assemblage at these large overwater structures were probably caused by four interacting factors: direct disturbance or removal by vessel traffic, reduced or compromised benthic vegetation, physical habitat alterations, and biological habitat alterations. KW - Docks KW - Epibenthic assemblage KW - Ferries KW - Habitat (Ecology) KW - Invertebrates KW - Marine terminals KW - Puget Sound Region KW - Salmon UR - http://www.wsdot.wa.gov/research/reports/fullreports/550.1.pdf UR - https://trid.trb.org/view/730503 ER - TY - RPRT AN - 00938468 AU - Tsiatas, G AU - McEwen, E AU - Shukla, A AU - Palmquist, S AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - FATIGUE STRENGTH OF DETERIORATED AND PREVIOUSLY STRESSED STEEL HIGHWAY BRIDGES PY - 2002/06 SP - 129 p. AB - This study provides a comparison of four procedures to determine the fatigue life of steel bridges, namely the AASHTO Guide Specifications, BAR7, the Lehigh method, and linear elastic fracture mechanics (LEFM). Results demonstrate that fatigue predictions made using the AASHTO Guide Specifications and LEFM are more accurate than the other two methods. Several details are examined using AASHTO guidelines and linear fracture mechanics principles where the time required for an initial flaw to propagate to a critical depth is calculated. It is found that fatigue lives of actual bridges as determined using fracture mechanics far exceed the remaining safe fatigue life predictions made with current AASHTO specifications. For the case of redundant bridges, an adjustment factor is introduced which at various probability levels, can produce closer estimates of bridge fatigue lives between the AASHTO specifications and fracture mechanics. KW - AASHTO Guide Specifications KW - Fatigue strength KW - Fracture mechanics KW - Highway bridges KW - Linear elastic fracture mechanics KW - Steel KW - Test procedures UR - http://ntl.bts.gov/lib/19000/19900/19906/PB2003101377.pdf UR - https://trid.trb.org/view/730689 ER - TY - RPRT AN - 00938452 AU - Zubi, M AU - Riley, A AU - Arizona Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A PLAN FOR COMPLIANCE WITH NCHRP 350 FOR TEMPORARY CONCRETE BARRIERS PY - 2002/06 SP - 51 p. AB - The Federal Highway Administration has mandated that temporary concrete barriers (TCBs) used on federally funded projects on the National Highway System advertised after October 1, 2002 shall meet the requirements of National Cooperative Highway Research Program (NCHRP) Report 350. The State's present TCB system design is not approved as meeting the NCHRP 350 requirements, and even with modifications it is not likely to meet those standards. The Arizona Department of Transportation (ADOT) and Arizona industry partners are to evaluate many key factors in the ADOT's effort to develop an NCHRP 350 compliance plan for TCBs. Arizona intends to adopt the most valid non-proprietary TCB design, out of already approved designs, for future use in Arizona. KW - Arizona KW - Barriers (Roads) KW - Compliance KW - Concrete KW - Impact tests KW - NCHRP Report 350 KW - Temporary barriers UR - http://azmemory.azlibrary.gov/cdm/compoundobject/collection/statepubs/id/10407/rec/1 UR - http://ntl.bts.gov/lib/19000/19700/19739/PB2003100144.pdf UR - https://trid.trb.org/view/730673 ER - TY - RPRT AN - 00933794 AU - Kim, Y R AU - Park, Hong-Gun AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - USE OF FALLING WEIGHT DEFLECTOMETER MULTI-LOAD DATA FOR PAVEMENT STRENGTH ESTIMATION PY - 2002/06 SP - 191 p. AB - The objective of this study is to develop a mechanistic-empirical method for assessing pavement layer conditions and estimating the remaining life of flexible pavements using multi-load level Falling Weight Deflectometer (FWD) deflections. A dynamic finite element program, incorporating a stress-dependent soil model, was developed to generate the synthetic deflection database. Based on this synthetic database, the relationships between surface deflections and critical pavement responses, such as stresses and strains in each individual layer, have been established. A condition assessment procedure for asphalt pavements that uses multi-load level FWD deflections has been developed using these relationships. The verification study was conducted using field data. The results indicate that the proposed procedure can estimate the base and subgrade layer conditions. It was found from the study for the nonlinear behavior of a pavement structure that an FWD test with a load of 12 kip or less does not result in any apparent nonlinear behavior of the subgrade in aggregate base pavements. The study also indicated that the deflection ratio obtained from multi-load level deflections may predict the type and quality of the base/subgrade materials. With regard to the condition assessment of the asphalt concrete (AC) layer, the AC layer modulus and the tensile strain at the bottom of the AC layer were found to be better indicators than deflection basin parameters. The procedures for performance prediction of fatigue cracking and rutting were developed for flexible pavements. The drastically increasing trend in fatigue cracking with time may not be predicted accurately using the proposed procedure. Such trends may be due to the environmental effects and the inconsistent distress measurements. Predicted rut depths using multi-load level deflections show good agreement with measured rut depths over a wide range of rutting. However, the procedure using single load level deflections consistently underpredicts the rut depths. It was concluded that the rutting prediction procedure using multi-load level deflections can estimate an excessive level of rutting quite well and, thus, improve the quality of prediction for rutting potential in flexible pavements. The layer condition assessment procedure and the remaining life prediction algorithms developed in this project were incorporated into APLCAP (Asphalt Pavement Layer Condition Assessment Program) version 2.0, the VisualBasic program developed under the NCHRP 10-48 project. KW - Algorithms KW - Asphalt pavements KW - Base course (Pavements) KW - CD-ROM KW - Computer programs KW - Condition surveys KW - Deflection KW - Estimating KW - Falling weight deflectometers KW - Fatigue (Mechanics) KW - Finite element method KW - Flexible pavements KW - Pavement cracking KW - Pavement layers KW - Pavement performance KW - Rutting KW - Service life KW - Subgrade (Pavements) UR - http://ntl.bts.gov/lib/19000/19900/19965/PB2003101653.pdf UR - https://trid.trb.org/view/724891 ER - TY - RPRT AN - 00932089 AU - Martinelli, T J AU - Waschbusch, R AU - Bannerman, R AU - Wisner, A AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - POLLUTANT LOADINGS TO STORMWATER RUNOFF FROM HIGHWAYS: THE IMPACT OF A FREEWAY SWEEPING PROGRAM PY - 2002/06 SP - 64 p. AB - The Wisconsin Department of Transportation is required to control the quality of storm water runoff from the state highway system in response to the Environmental Protection Agency National Pollution Discharge Elimination System and the Wisconsin Department of Natural Resources regulations. A method to control roadway storm water runoff pollutants on urban freeways is by the use of street sweepers to remove pollutants before they enter storm water runoff and runoff control structures. This study evaluates the effectiveness of an improved highway sweeping program using a high efficiency sweeper as a best management practice (BMP) for reducing pollutants in urban highway storm water runoff. KW - Best practices KW - Freeways KW - National Pollution Discharge Elimination System KW - Pollutants KW - Pollution control KW - Quality control KW - Runoff KW - Storms KW - Street cleaning KW - Sweepers KW - Urban areas KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/45-82sweeping-f.pdf UR - https://trid.trb.org/view/724338 ER - TY - RPRT AN - 00932090 AU - Leong, D AU - Lichtman, L AU - Russell, R AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - TRANSPORTATION INVESTMENT, ECONOMIC DEVELOPMENT, AND LAND USE GOALS IN WISCONSIN PY - 2002/06 SP - 95 p. AB - This report contains land use and economic development profiles of Wisconsin's eight transportation districts, providing transportation planners with important background information on current and projected economic activity and development and land use planning issues. This report is intended to improve Wisconsin Department of Transportation's (WisDOT's) transportation investment planning process by better accommodating local development needs on both a project-specific and district-wide basis. The report also provides WisDOT planners and engineers with a general overview of Wisconsin counties' economic activity, development issues, and land use planning. KW - Counties KW - Districts and authorities KW - Economic development KW - Economic forecasting KW - Investments KW - Land use planning KW - Smart growth KW - Transportation KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/45-97invesgoals-f.pdf UR - https://trid.trb.org/view/724339 ER - TY - RPRT AN - 00932068 AU - Young, R AU - Barnes, J AU - Rutherford, G S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MULTIMODAL INVESTMENT CHOICE ANALYSIS. VOLUME I: PHASE I PY - 2002/06 SP - v.p. AB - The Multimodal Investment Choice Analysis (MICA) project is developing a computer-based tool to assist the Washington State Department of Transportation (WSDOT), the Washington State Transportation Commission, and the Washington State Legislature in making state transportation funding decisions. The function of MICA is to summarize the multimodal budgetary tradeoffs that will result from varying funding allocation and priority scenarios. MICA's methodology is based on benefit-cost and goal achievement analysis. The project has completed the first phase of research. The purpose of this two-volume report is to document the analysis methodology contained within the MICA program, as well as general findings from the first phase of this research effort. This document is also designed to serve as a User's Manual for operating the MICA program. While challenges still exist, the results of the Phase I research effort indicate that development of a multimodal analysis tool is feasible. KW - Benefit cost analysis KW - Budgeting KW - Computer program documentation KW - Decision making KW - Ferries KW - Financing KW - Highway safety KW - Highways KW - Intelligent transportation systems KW - Investments KW - MICA (Computer program) KW - Multimodal transportation KW - Nonmotorized transportation KW - Programming (Planning) KW - Public transit KW - Railroad transportation KW - Strategic planning KW - Travel demand management UR - http://www.wsdot.wa.gov/research/reports/fullreports/547.1.pdf UR - https://trid.trb.org/view/725697 ER - TY - RPRT AN - 00932063 AU - Chen, H-M AU - Dere, Y AU - Sotelino, E AU - Archer, G AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - MID-PANEL CRACKING OF PORTLAND CEMENT CONCRETE PAVEMENTS IN INDIANA PY - 2002/06 SP - 132 p. AB - Portland cement concrete slabs are a common form of highway pavement in Indiana. As a result of their widespread use, the economic impact of their maintenance and life span is therefore tremendous. In Indiana, these types of pavements have been experiencing premature random transverse mid-panel cracking. This phenomenon has been observed under a variety of environmental and traffic conditions. Also, it has been found that the cracking occurs in conjunction with the opening of the lanes to traffic, within months of construction. In this project, a research synthesis was carried out to determine exactly what the current state of knowledge on random transverse mid-panel cracking of portland cement concrete pavements is. This was accomplished by means of a comprehensive literature review of published works and through a survey of other state departments of transportation. In addition, preliminary finite element analyses were carried out to help further understand and confirm the findings from the research synthesis. KW - Concrete pavements KW - Finite element method KW - Indiana KW - Literature reviews KW - Pavement cracking KW - Portland cement concrete KW - State departments of transportation KW - Surveys KW - Transverse cracking UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1617&context=jtrp UR - https://trid.trb.org/view/724313 ER - TY - RPRT AN - 00932059 AU - GREEN, J AU - Nichols, A AU - Allen, Eoin AU - Nuber, L AU - Thomaz, J AU - Bullock, D AU - Boruff, G AU - Wasson, J AU - Newland, M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - VIRTUAL WEIGH STATION PY - 2002/06 SP - 315 p. AB - Overweight trucks shorten highway life and indirectly increase the costs of maintaining roads. Improved methods for enforcement of commercial vehicle weight laws may increase the number of overweight vehicles caught, thereby prolonging highway life. Improved enforcement may also reduce the number of illegally operating vehicles. This report describes the concept of using existing Indiana Department of Transportation (INDOT) Weigh-In-Motion (WIM) equipment, a laptop computer, and wireless communication equipment, to develop a virtual weigh station screening tool. The virtual weigh station screening tool developed in this project allows officers to read the weights of vehicles crossing WIM scales, in real time, in their patrol cars. Giving officers this information increases the chances that the vehicles selected for weighing on portable scales are indeed overweight. This report documents the accuracy and precision evaluation performed on all the candidate WIM sites as well as the new infrastructure required to implement the virtual weigh station concept. The report describes several cases where significantly overweight vehicles were identified and impounded. For example, the procedures described in this report resulted in the identifying of the early morning hours as the best time for enforcement in Merrillville. As a result, on May 18, 2001 vehicles weighing 98,700 lb and 100,600 lb were stopped. Those vehicles were impounded and resulted in fines of $1,625.00 and $1,735.50, respectively. In February 2002, Commercial Vehicle Enforcement officers stopped ten trucks on US 24 near Fort Wayne using the virtual weigh station. Eight of the trucks were determined to be overweight and fined. The three heaviest trucks weighed 90,200 lb, 90,900 lb, and 91,100 lb, resulting in fines of $1,099.50, $1,169.50, and $1,189.50, respectively. On April 12, 2002, another enforcement was conducted on I-65 near Merrillville. Three trucks were stopped based on the virtual weigh station data. One of the trucks weighed 87,400 lb, resulting in a $529.50 fine. The report concludes by making several recommendations designed to improve the quality of the WIM data and facilitate widespread deployment by the Commercial Vehicle Enforcement Division. KW - Accuracy KW - Case studies KW - Commercial vehicles KW - Fines (Penalties) KW - Infrastructure KW - Laptop computers KW - Overweight loads KW - Precision KW - Traffic law enforcement KW - Traffic violations KW - Trucks KW - Virtual weigh stations KW - Weigh in motion KW - Weight KW - Wireless communication systems UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1696&context=jtrp UR - https://trid.trb.org/view/724309 ER - TY - CONF AN - 00931926 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - ITS America AU - Transportation Research Board TI - PROCEEDINGS OF THE NATIONAL CONFERENCE ON TRAFFIC INCIDENT MANAGEMENT: A ROAD MAP TO THE FUTURE, MARCH 11-13, 2002, IRVINE, CALIFORNIA PY - 2002/06 SP - 107p AB - The goal of this conference was to develop and advance a national agenda for improved traffic incident management (TIM). The conference was organized in three phases. On the first day, experts presented, in a plenary session, the history, safety, societal impact, and issues associated with TIM from the perspectives of police, fire, transportation, and other public and private sector partners. The next day participants discussed, in small group work sessions, their priority issues for advancing the state of the practice in TIM and recommended actions/initiatives to address these issues. These breakout sessions were divided into three focus areas: operational issues, technological issues, and institutional issues. On the last day of the conference, participants further refined the priority actions and initiatives and began to identify potential next steps to advance the TIM agenda at the national level. Conference participants identified seven overall action items as most important for guiding a national agenda for TIM. The conference recommendations suggest five key components for implementing a national TIM strategy: (1) a national TIM framework/coalition, (2) TIM program development, (3) professionalizing TIM, (4) TIM technology, and (5) communication, public outreach, and education. While not shown as a separate key element, research is also necessary throughout for an effective strategy. U1 - National Conference on Traffic Incident Management: A Road Map to the FutureAmerican Association of State Highway and Transportation Officials; Federal Highway Administration; Intelligent Transportation Society of America; and Transportation Research Board.Irvine, California StartDate:20020311 EndDate:20020313 Sponsors:American Association of State Highway and Transportation Officials; Federal Highway Administration; Intelligent Transportation Society of America; and Transportation Research Board. KW - Conferences KW - Education KW - Incident management KW - Institutional issues KW - Operations KW - Research KW - Strategic planning KW - Technology KW - Traffic incidents UR - http://www.ops.fhwa.dot.gov/incidentmgmt/timconf/TIMCnfPr.htm UR - https://trid.trb.org/view/726606 ER - TY - RPRT AN - 00930767 AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Pennsylvania Department of Transportation AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - HIGHWAY MAINTENANCE CONCEPT VEHICLE. FINAL REPORT: PHASE FOUR PY - 2002/06 SP - 83 p. AB - This report documents Phase 4 of the Highway Maintenance Concept Vehicle (HMCV) project, a pooled study sponsored by the Departments of Transportation of Iowa, Pennsylvania, and Wisconsin. This report provides the background, including a brief history of the earlier phases of the project, a system overview, and description of the research conducted in phase 4. The report also provides conclusions and recommendations for future research. The goal of the HMCV Study is to provide travelers with the level of service defined by policy during the winter season at the least cost to taxpayers. This goal is to be accomplished by using information regarding actual road conditions to facilitate and adjust snow and ice control activities. The approach used in the study was to bring technology applications from other industries to the highway maintenance vehicle. KW - Cost effectiveness KW - Highway maintenance KW - Information services KW - Iowa KW - Level of service KW - Maintenance equipment KW - Pennsylvania KW - Snow and ice control KW - Technological innovations KW - Technology transfer KW - Traveler information and communication systems KW - Vehicle design KW - Vehicles KW - Winter maintenance KW - Wisconsin UR - http://www.ctre.iastate.edu/reports/concept4.pdf UR - https://trid.trb.org/view/719698 ER - TY - RPRT AN - 00930591 AU - Dailey, Donald J AU - Taiyab, N AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A CELLULAR AUTOMATA MODEL FOR USE WITH REAL FREEWAY DATA PY - 2002/06 SP - 71 p. AB - The exponential rate of increase in freeway traffic is expanding the need for accurate and realistic methods to model and predict traffic flow. Traffic modeling and simulation facilitate an examination of both microscopic and macroscopic views of traffic flows and are therefore considered one of the most important analytical tools in traffic engineering. This report presents a cellular automata model for traffic flow simulation and prediction (CATS). Cellular automata models quantize complex behavior into simple individual components. In this model, the freeway being simulated is discretized into homogeneous cells of equal length, and time is discretized into timesteps of equal duration. The CATS model allows users to define locations within the road topology where volume and density data will be calculated so that the model results can be compared to observed highway data. KW - Cellular automata KW - Freeways KW - Macroscopic traffic flow KW - Microscopic traffic flow KW - Traffic engineering KW - Traffic flow KW - Traffic models KW - Traffic simulation UR - http://www.wsdot.wa.gov/research/reports/fullreports/537.1.pdf UR - http://ntl.bts.gov/lib/19000/19300/19306/PB2002105726.pdf UR - https://trid.trb.org/view/719602 ER - TY - RPRT AN - 00930590 AU - Kramer, S L AU - Jones, A L AU - Arduino, P AU - Eberhard, M O AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC INSTRUMENTATION FOR THE ALASKAN WAY VIADUCT PY - 2002/06 SP - 136 p. AB - The Alaskan Way Viaduct, which runs along the Seattle waterfront, is highly susceptible to damage during earthquakes. Previous studies have shown that extensive soil liquefaction could cause collapse of sections of the Viaduct through a complex mechanism that involves the seismic performance of a nearby seawall. Occurrence of such collapse events would be expected to occur at some time after the initiation of earthquake shaking, thereby providing some period of time in which motorists could potentially be kept from entering the Viaduct. The purpose of this project was to evaluate the feasibility of instrumenting the Viaduct to (a) provide warning of potentially unsafe situations, and (b) reduce post-earthquake closure times by speeding the process of evaluating the condition of the Viaduct following earthquake shaking. Because of the numerous and significant sources of uncertainty in the prediction of collapse, a probabilistic approach to the warning system problem was adopted. This procedure accounted for, to the extent possible given available information, uncertainties in ground shaking characteristics, uncertainties in soil properties, uncertainties in seawall behavior, uncertainties in Viaduct foundation behavior, and uncertainties in structural response. The results are expressed in estimated collapse probabilities for various warning system triggering levels. Selection of triggering levels will require balancing the costs and benefits of successful and unsuccessful collapse predictions. Structural analyses of specific sections of the Viaduct were used to develop recommendations for performance monitoring instrumentation. Proposed response levels for inspection and inspection/closure are also presented. KW - Benefit cost analysis KW - Collapse KW - Condition surveys KW - Earthquakes KW - Forecasting KW - Instrumentation KW - Liquefaction KW - Probability KW - Seattle (Washington) KW - Structural analysis KW - Uncertainty KW - Viaducts KW - Warning systems KW - Waterfront structures UR - http://www.wsdot.wa.gov/research/reports/fullreports/520.1.pdf UR - https://trid.trb.org/view/719601 ER - TY - RPRT AN - 00930549 AU - Tsiatas, G AU - Boardman, W G AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - EXPANSION JOINT ELIMINATION FOR STEEL HIGHWAY BRIDGES PY - 2002/06 SP - 141 p. AB - This study evaluates several popular techniques for the elimination of expansion joints on existing steel highway bridges. Based on a literature search and survey of transportation agencies five specific connection details are examined. These include a deck only connection, a deck and top flange connection, a deck and bottom flange connection, a deck, top and bottom flange connection, and a full moment splice. A sixth control case, no joint connection, was added to the analysis to gauge the previous five connection schemes. Four typical Rhode Island bridges are used to evaluate the performance of these connection details. In addition, a parametric study of typical bridges with various span lengths is undertaken to evaluate the range of applicability of the connection details. The stress at the deck's top mat reinforcement as well as the crack width are calculated along with any increase in the load carrying capacity of the bridge. KW - Bearing capacity KW - Bridge spans KW - Cracking KW - Expansion joints KW - Highway bridges KW - Joint elimination KW - Retrofitting KW - Steel KW - Stresses KW - Structural connection KW - Width UR - http://ntl.bts.gov/lib/19000/19700/19750/PB2003100180.pdf UR - https://trid.trb.org/view/719593 ER - TY - RPRT AN - 00930550 AU - Tsiatas, G AU - McEwen, E E AU - Chen, H AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - MONITORING OF LONG TERM CREEP AND TEMPERATURE BEHAVIOR OF THE JAMESTOWN-VERRAZZANO BRIDGE PY - 2002/06 SP - 193 p. AB - The Jamestown-Verrazzano bridge is a double-cell segmental concrete bridge that was constructed in Rhode Island in the early 90's to replace the aging old Jamestown bridge. In order to verify design procedures and expand the knowledge of the time varying effects on segmental bridges, a monitoring program was undertaken. Two sections of the bridge were instrumented with thermocouples and Carlson strain meters. An Automated Data Acquisition System (ADAS) was also installed for continuous and remote monitoring of the temperature and strain sensors. This report provides the data collected during a one year period, from September 1997 to September 1998. Seasonal as well as characteristic daily temperature variations are studied. A probability density function modeling the distribution of the extreme temperature differentials is developed. Temperature distributions in the superstructure are nonlinear. Maximum positive and negative gradients are developed. A good agreement is obtained with gradients provided in recent AASHTO design guidelines. Temperature gradients result in 50 x 10 to the minus 6 power in./in. strains. Concrete creep and shrinkage strains obtained from experimental test data are compared to standard prediction methods established by ACI and two European specifications, namely the Improved CEB-FIP MC 78 specification and the CEB-FIP 90 code. KW - Automatic data collection systems KW - Concrete bridges KW - Creep KW - Monitoring KW - Remote sensing KW - Rhode Island KW - Segmental construction KW - Shrinkage KW - Strain (Mechanics) KW - Strain gages KW - Temperature gradients KW - Thermocouples UR - http://ntl.bts.gov/lib/19000/19700/19751/PB2003100181.pdf UR - https://trid.trb.org/view/719594 ER - TY - RPRT AN - 00929290 AU - Winkelman, T J AU - Illinois Department of Transportation AU - Federal Highway Administration TI - WHITETOPPING CONSTRUCTION AND EARLY PERFORMANCE IN ILLINOIS PY - 2002/06 SP - 80 p. AB - Seven experimental whitetopping projects were constructed in Illinois between 1998 and 2001. Three of these projects included the rehabilitation of intersections, while the remaining four were a rehabilitation of mainline pavement. The three intersection projects include whitetopping of both existing bituminous pavements and existing concrete pavements (thin bonded concrete overlay). All four of the mainline pavement projects were a rehabilitation of an existing bituminous pavement. This report summarizes the construction and early performance of all seven projects. Details of the design, construction methods, construction costs, and early performance are addressed. Visual distress surveys and sounding of the overlay for delaminations have been conducted on an annual basis for performance. Initial performance reviews for the four mainline pavement projects indicate excellent results. Performance reviews for the whitetopping portions of the intersection projects indicate good performance. Performance reviews for the thin bonded concrete overlay portions of the intersection projects indicate poor performance. KW - Bituminous pavements KW - Bonded concrete overlays KW - Concrete pavements KW - Condition surveys KW - Construction KW - Delamination KW - Illinois KW - Intersections KW - Pavement distress KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Whitetopping UR - http://www.dot.state.il.us/materials/research/pdf/144.pdf UR - http://ntl.bts.gov/lib/23000/23200/23217/144.pdf UR - https://trid.trb.org/view/719143 ER - TY - RPRT AN - 00929289 AU - Winkelman, T J AU - Illinois Department of Transportation AU - Federal Highway Administration TI - BONDED CONCRETE OVERLAY PERFORMANCE IN ILLINOIS PY - 2002/06 SP - 60 p. AB - Two bonded concrete overlay rehabilitation projects were constructed in Illinois during the 1990s. The first project was constructed in 1994 and 1995 on Interstate 80, east of Moline. The second project was constructed in 1996 on Interstate 88 near Erie. The existing pavements for both the Interstate 80 and Interstate 88 projects were 8-in. thick continuously reinforced concrete pavements. The Interstate 80 rehabilitation was designed as a 4-in. thick plain concrete overlay. The project includes six experimental sections using various percentages of microsilica added to the standard mix design. In addition, microsilica grout was used as a bonding agent between the original pavement and the new bonded concrete overlay in some sections. The Interstate 88 project was designed as a 3-in. thick plain concrete overlay. This project includes two experimental sections, which incorporate different surface preparation methods prior to the overlay placement. This report summarizes the performance of these two bonded concrete overlays. The design, construction, maintenance, and costs of these projects are addressed. Visual distress surveys were conducted annually for both the Interstate 80 and Interstate 88 projects. In addition, these projects were tested annually for an International Roughness Index value. Condition Rating Surveys were conducted every two years to define the overall condition of the pavement. Results of these tests and visual surveys are included within this report. The performance of these two projects has been quite different. The Interstate 80 project has shown significant distress, and was in need of maintenance only four years after construction. The Interstate 88 project has not developed significant early distresses. Potential explanations for the difference in performance, including initial pavement condition, traffic volume, and overlay construction are explored. KW - Bonded concrete overlays KW - Concrete overlays KW - Condition surveys KW - Continuously reinforced concrete pavements KW - Illinois KW - International Roughness Index KW - Interstate highways KW - Pavement distress KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Roughness KW - Silica fume KW - Surface preparation KW - Test sections KW - Thickness UR - http://www.dot.state.il.us/materials/research/pdf/143.pdf UR - http://ntl.bts.gov/lib/19000/19700/19732/PB2003100089.pdf UR - http://ntl.bts.gov/lib/23000/23200/23216/143.pdf UR - https://trid.trb.org/view/719142 ER - TY - RPRT AN - 00929219 AU - Griffith, A AU - Lynde, M AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ASSESSING PUBLIC INCONVENIENCE IN HIGHWAY WORK ZONES PY - 2002/06 SP - 104 p. AB - The traveling public is making increasingly frequent contact with the Oregon Department of Transportation (ODOT) when entering a work zone. Because ODOT remains very sensitive to the needs of the public, it is important to understand their opinions and values. The objective of this research was to conduct a series of focus groups and surveys to investigate highway users' views and their priorities relating to highway work zones. ODOT conducted six focus groups with motorists, school bus drivers, fire and emergency vehicle operators, business owners, and truck drivers. From the focus group results, two surveys were developed and conducted: one with motorists, stratified by geographic area (n=2,002); and a truck driver survey (n=448). Key study results are as follows: Highway users noted the lack of nighttime visibility in work zones and problems seeing signs, lane markings, barriers, and construction personnel at night. Truck drivers also described problematic night work zone lighting (light plants, rotor beams, headlights, etc.). Drivers voiced willingness to accept 12- to 15-minute construction related delays. Highway users in more populated regions experienced longer actual delays than those in rural areas and reported lower tolerance of acceptable delay. All groups cited the need for greater speed enforcement as an essential change for work zones. Drivers most often used signs, television, radio, and newspapers as sources of work zone information. The authors recommend further review of the prevailing problems and identified trends in order to develop corrective action or mitigation strategies. KW - Focus groups KW - Highway maintenance KW - Lighting KW - Night KW - Night visibility KW - Oregon KW - Public opinion KW - Rural areas KW - Speed KW - Surveys KW - Tolerance (Psychology) KW - Traffic delays KW - Traffic law enforcement KW - Traveler information and communication systems KW - Urban areas KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AssePubIncon.pdf UR - https://trid.trb.org/view/719116 ER - TY - RPRT AN - 00929214 AU - Battey, R L AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION, TESTING AND PRELIMINARY PERFORMANCE REPORT ON THE RESIN MODIFIED PAVEMENT DEMONSTRATION PROJECT PY - 2002/06 SP - 160 p. AB - Resin Modified Pavement (RMP) is a composite paving material consisting of a thin layer (2 in.) of open graded hot mix asphalt (HMA) whose internal air voids (approximately 30% voids) are filled with a latex rubber-modified portland cement grout. The objective of this project was to construct test sections composed of three different types of pavement: RMP, 3-in. thick ultra-thin whitetopping, and Superpave performance graded 82-22 polymer modified HMA pavement. This project was constructed at two signalized intersections on US 72 in Corinth, Mississippi in April of 2001 and will be monitored for a period of five years. Using the information gained from these test sections, the Mississippi Department of Transportation will be able to develop a "paving strategy" for heavily trafficked intersections within the highway network based on both economics and performance. KW - Corinth (Mississippi) KW - Demonstration projects KW - Economics KW - Hot mix asphalt KW - Latex asphalt KW - Pavement performance KW - Polymer asphalt KW - Signalized intersections KW - Superpave KW - Test sections KW - Whitetopping UR - http://docs.trb.org/00929214.pdf UR - https://trid.trb.org/view/719111 ER - TY - RPRT AN - 00929176 AU - Clemena, G G AU - Apusen, C M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - AN ALTERNATIVE POTENTIOMETRIC METHOD FOR DETERMINING CHLORIDE CONTENT IN CONCRETE SAMPLES FROM REINFORCED-CONCRETE BRIDGES PY - 2002/06 SP - 19 p. AB - Analysis of chloride contents in ground concrete samples collected from reinforced-concrete bridges and other structures exposed to deicing salts or seawater has become an important part of the inspection for such structures. Such an analysis provides important information for deciding what measures to implement to protect and rehabilitate such structures. As an alternative to the standard potentiometric-titration method of chloride analysis for concrete samples, which is time-consuming and expensive, this study developed and evaluated a new, simple, short method called internal calibration. With this method, cold digested solutions of concrete samples are spiked twice with a relatively small and precisely measured amount of a standard NaCl solution and the chloride content of each sample is calculated from the potential readings before and after the spiking by an equation derived from the Nernst equation. A comparison of the results from analyses of concrete samples using the standard method and the new method showed that the chloride concentration determinations are lower with the new method. However, at chloride contents around the chloride corrosion threshold, i.e., 0.00 to 2.00 kg/cu m, which is the range of most interest in decisions regarding rehabilitation, the differences between the methods were almost negligible. When the time and reagents required are considered, the cost of using the new method is relatively low, less than 25% of the cost of using the standard method. This does not include the indirect savings resulting from eliminating the need to use and properly dispose of potentially hazardous reagents and waste. Since the new method does not require the extensive glassware required with the standard method, and the digestion solution and standard NaCl solution can be prepackaged, concrete samples can be analyzed by trained field units. KW - Chloride content KW - Cost effectiveness KW - Decision making KW - Inspection KW - Laboratory tests KW - Rehabilitation (Maintenance) KW - Reinforced concrete bridges KW - Samples KW - Test procedures UR - http://virginiadot.org/vtrc/main/online_reports/pdf/02-r18.pdf UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r18.pdf UR - http://ntl.bts.gov/lib/19000/19500/19577/PB2002107974.pdf UR - https://trid.trb.org/view/719079 ER - TY - RPRT AN - 00929177 AU - Garber, N J AU - Subramanyan, S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - FEASIBILITY OF INCORPORATING CRASH RISK IN DEVELOPING CONGESTION MITIGATION MEASURES FOR INTERSTATE HIGHWAYS: A CASE STUDY OF THE HAMPTON ROADS AREA PY - 2002/06 SP - 34 p. AB - A relationship between traffic flow variables and crash characteristics can greatly help the traffic engineer in the field to arrive at appropriate congestion mitigation measures that not only alleviate congestion and save time but also reduce the probability of crashes. Currently, no such decision support tool is readily available to traffic engineers who now mainly make vital decisions using their experience and intuition. This project investigated the feasibility of developing a methodology in which real-time data can be used to decide on diversion strategies that also consider crash risk. Models showing the interaction between flow and density (occupancy) and the relationship of these traffic flow parameters to crash characteristics were developed for specific sites in the Hampton Roads area of Virginia. These models were then used as the basis for developing a methodology that incorporates crash risk in identifying congestion strategies that consider crash risk. The results show that it is feasible to incorporate crash risk in developing congestion mitigation strategies. To use the methodology developed in this study, it is necessary to develop the appropriate models for each site that relate flow and occupancy and crashes and occupancy. KW - Case studies KW - Crash characteristics KW - Crash risk KW - Decision support systems KW - Feasibility analysis KW - Hampton Roads (Virginia) KW - Interstate highways KW - Mathematical models KW - Real time information KW - Traffic congestion KW - Traffic density KW - Traffic diversion KW - Traffic flow KW - Traffic mitigation UR - http://virginiadot.org/vtrc/main/online_reports/pdf/02-r17.pdf UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r17.pdf UR - http://ntl.bts.gov/lib/19000/19500/19578/PB2002107975.pdf UR - http://ntl.bts.gov/lib/37000/37100/37100/02-r17.pdf UR - https://trid.trb.org/view/719080 ER - TY - RPRT AN - 00929175 AU - Pauly, C C AU - Taylor, S R AU - Gomez, J P AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ENVIRONMENTAL DURABILITY OF GRAPHITE/EPOXY COMPOSITES: THE COMBINED EFFECTS OF MOISTURE, CATHODIC POLARIZATION, AND STRESS PY - 2002/06 SP - 58 p. AB - The increasing acceptance and incorporation of fiber-reinforced polymer matrix composites (PMCs) as engineering construction materials have led many to look to the infrastructure as an application for these versatile materials. One such system is pultruded graphite fiber-reinforced epoxy (graphite/epoxy). Some PMC systems degrade when subjected to environmental conditions (e.g., moisture, stress, UV light, electrochemical polarization). These variables are typically studied either singularly or in series, but in real applications (e.g., aerospace, marine, infrastructure) these materials are subjected to many of these conditions simultaneously. To simulate field conditions, this study investigated the combined effects of an aqueous environment, electrochemical polarization, and applied bending stress on the durability of a pultruded graphite-epoxy composite. The findings indicate that graphite-epoxy composites cannot be assumed to be insensitive to degradation by environmental variables. Further, electrochemical polarization, as might occur with contact with a metal such as a fastener, can accelerate degradation. This damage requires the presence of moisture. Chloride and sulfate concentrations in rain are sufficient to establish an electrolyte within creviced regions, but deicing salts would overtake these as a contributor to conductivity. Further findings may be summarized as follows: Application of polarization in an aerated 0.6M NaCl environment led to breakdown of the fiber/matrix interface. The high pH environment created during the oxygen reduction reaction was necessary but not sufficient to create this breakdown, as the unpolarized specimen exposed to a pH 13 environment did not degrade. Cathodic polarization as would occur by coupling to steel or aluminum is required. Application of cathodic polarization did not significantly alter strength. Average measurements of shear strength, however, did decrease with the application of cathodic polarization for 70 and 90 days. KW - Bending KW - Composite materials KW - Durability KW - Electrochemical processes KW - Epoxy resins KW - Fiber reinforced plastics KW - Graphite KW - Laboratory tests KW - pH value KW - Polarization KW - Polymer matrix composites KW - Shear strength KW - Sodium chloride KW - Stresses KW - Water UR - http://virginiadot.org/vtrc/main/online_reports/pdf/02-r13.pdf UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r13.pdf UR - https://trid.trb.org/view/719078 ER - TY - RPRT AN - 00930023 AU - Caldwell, H AU - Halvorson, R K AU - Casgar, C AU - Cleckley, G AU - de Buen, O AU - Honefanger, J G AU - Llort, Y AU - Meyer, M D AU - Penne, L AU - Rawling, G AU - Tulipan, G AU - American Trade Initiatives AU - Federal Highway Administration TI - FREIGHT TRANSPORTATION: THE EUROPEAN MARKET PY - 2002/06 SP - 64 p. AB - The purpose of the international scan was to investigate the issues, constraints, opportunities, and challenges faced by the European Union (EU) in developing a policy of open boundaries and what strategies it uses to implement the policy. The panel met with government representatives, terminal operators, logistics providers, and shippers to gain a broad understanding of how the EU has attempted to develop a common market, and how the private sector has responded. The group met with various industry and government representatives from the Netherlands, Italy, Germany, Austria, and Switzerland, and with representatives of the European Commission in Brussels. Findings from this study could be relevant to the United States, Canada, and Mexico in developing a common North American market. These lessons also are important for national and subnational investment decisions relating to enhanced freight movement. Case studies of public/private sector freight investment initiatives in the EU may be of particular interest. KW - Austria KW - Europe KW - European Commission KW - Freight transportation KW - Germany KW - Governments KW - Intermodal terminals KW - Investments KW - Italy KW - Logistics KW - Markets KW - Netherlands KW - Operators (Persons) KW - Policy KW - Private enterprise KW - Shipping KW - Strategic planning KW - Switzerland UR - http://international.fhwa.dot.gov/Pdfs/eurofreight.pdf UR - https://trid.trb.org/view/719448 ER - TY - RPRT AN - 00929170 AU - Pierce, Charles E AU - Baus, R L AU - Wang, D AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - CALIBRATING PAVEMENT PERFORMANCE PREDICTION MODELS FOR INTERSTATE AND PRIMARY HIGHWAY SYSTEMS IN SOUTH CAROLINA PY - 2002/06 SP - 129 p. AB - This report summarizes an evaluation of pavement performance prediction models currently employed in the South Carolina Department of Transportation Pavement Management System. A series of sigmoidal, or S-shaped, curves were adopted in 1989 to forecast changes in the Present Serviceability Index (PSI), Pavement Distress Index (PDI) and Pavement Quality Index (PQI). There are 12 default curves for predicting PSI and 20 default curves for predicting PDI. PQI prediction curves are formulated by combining the predicted values of PSI and PDI in the PQI equation. Each default curve is calculated from a unique set of coefficients in the sigmoidal curve equation. In this report, seven PSI curves, seven PDI curves and eight PQI curves were evaluated for prediction accuracy. The evaluations are based on performance indices measured annually from 1994 to 2000 on 28 interstate highway pavement sections. The average percent deviation between measured and predicted indices varies from model to model. Only one PSI curve (called PSI-2) and one PDI curve (PDI-1) showed an average percent deviation of less than 10%, indicating that these two curves provide reasonably accurate predictions. The PQI prediction curve formed from the combination of PSI-2 and PDI-1 also shows an average percent deviation of less than 10%. Furthermore, it was determined that this curve, called the PQI-1 model, can be employed to accurately predict performance of most of the pavement sections investigated herein. It is therefore recommended to replace several of the existing prediction curves with the PSI-2, PDI-1 and PQI-1 curves. KW - Accuracy KW - Calibration KW - Mathematical models KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavement quality index KW - Present serviceability index KW - Ride quality KW - Serviceability KW - South Carolina UR - https://trid.trb.org/view/719073 ER - TY - RPRT AN - 00929156 AU - Chang, N-Y AU - Brady, B AU - Oncul, F AU - Gottschalk, T AU - Gleason, E AU - Oravez, D AU - Lee, K T AU - Palani, M AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - COST OF SANDING PY - 2002/06 SP - 172 p. AB - The traditional use of the sand-salt mix for highway traction and safety enhancement in winter has resulted in severe problems of particulate matter in the air. The Colorado Department of Transportation (CDOT) has implemented its new winter roadway maintenance policy, which involves the increasing use of deicing chemicals and decreasing use of sand and sand-rock salt mix. This study addresses the cost impact of the new policy to the CDOT winter roadway maintenance practice and the general and traveling public. In the midst of the fastest population growth in the last decade, the CDOT new winter roadway maintenance policy has shown to benefit CDOT in the enhancement of its public image and appreciation and the winter roadway maintenance cost reduction, the traveling public in the reduction of insurance cost and the enhancement of highway safety, and the general public in the improvement of air quality. KW - Air quality KW - Colorado KW - Costs KW - Deicing chemicals KW - Halite KW - Highway safety KW - Particulates KW - Policy KW - Sand KW - Winter maintenance UR - http://www.dot.state.co.us/Publications/PDFFiles/sanding.pdf UR - https://trid.trb.org/view/719059 ER - TY - RPRT AN - 00929993 AU - Federal Highway Administration TI - REPORT TO CONGRESS - STUDY OF ADEQUACY OF PARKING FACILITIES PY - 2002/06 SP - v.p. AB - This report documents the findings of a study undertaken to investigate the adequacy of commercial truck parking facilities serving the National Highway System (NHS) in response to section 4027 of the Transportation Equity Act for the 21st Century. To assist in the preparation of this report, the Federal Highway Administration (FHWA) encouraged the creation of partnerships of public and private stakeholders at the state level and provided a technical guidance document for their use in conducting an inventory of current facilities serving NHS, analyzing current and projected shortages, and developing plans for action at the appropriate jurisdictional levels. The report involved the following processes: (1) Estimate parking demand using a modeling approach; (2) Inventory public and private truck spaces; (3) Identify deficiencies by comparing supply and demand; and (4) Develop recommendations for improvements to mitigate any existing or future problems identified. KW - Commercial vehicles KW - Demand KW - Estimates KW - Highway facilities KW - Improvements KW - Inventory KW - Parking demand KW - Parking facilities KW - Planning KW - Public private partnerships KW - States KW - Supply KW - Transportation Equity Act for the 21st Century KW - Trucks by motive power KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/safety/01158/01158.pdf UR - https://trid.trb.org/view/719861 ER - TY - RPRT AN - 00927563 AU - Leahy, R B AU - Gilchrist, W D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FIELD EVALUATION OF A PORTABLE GYRATORY COMPACTOR PY - 2002/06 SP - 64 p. AB - Application of quality management concepts to asphalt paving evolved because recipe specifications frequently proved inadequate for ensuring pavement performance. Quality management of asphalt concrete is founded on the premise that the producer controls the end-quality of the product, including the in-place void content on which pavement performance is highly dependent. In its quality management program the Oregon Department of Transportation (ODOT) originally used the Marshall hammer, since neither the Hveem (kneading) nor Superpave prototype compactor was suitable for field quality control/assurance (QC/QA). Post-SHRP research led to the development of truly portable gyratory compactors, ie, those of 70 kg to 140 kg mass. Although selecting and proportioning materials as well as compaction are integral parts of the Superpave technology, there is some apprehension given the fact that no strength test is required at low traffic levels. Given ODOT's long and successful use of the Hveem method of mix design, the primary objective of this research was to assess the effectiveness of a portable gyratory compactor for field quality control purposes. A secondary objective was to determine the quality of Superpave mixes as measured by Hveem stability. To achieve these objectives plant-produced material was sampled during construction and compacted with both portable and prototype gyratory compactors. Shortly after construction, cores were extracted. All samples (gyratory compacted and field cores) were subsequently tested in the Hveem stabilometer. The following conclusions are noteworthy: Overall, the operational characteristics of the portable gyratory, including calibration and maintenance, were satisfactory. There was essentially no difference between the portable and prototype gyratory compactors as measured by air void content of 150 mm samples. In no case was the difference in air void content greater than 0.5 percent. Comparison of 100 mm and 150 mm samples compacted in the prototype gyratory was instructive in that the latter were consistently lower in air void content, typically by 0.5 to 1.5 percent. The air void content of plant mix samples compacted to Ndesign gyrations was consistently lower than that of the field cores, generally by at least 2 percent. The range in air void content of plant mix samples compacted to Ndesign gyrations was 3.0 to 8.8 percent, whereas the range in air void content of the field cores was 6.8 to 9.1 percent. The data indicate that there is virtually no difference in air void content between 100 mm and 150 mm field cores. Field cores generally had lower stabilities than did gyratory-or kneading-compacted samples. However, there was virtually no difference in the stability of lab compacted samples, regardless of gyratory type or specimen diameter. None of the field cores, regardless of project, met ODOT's minimum Hveem stability criterion of 35. KW - Air voids KW - Asphalt concrete pavements KW - Field tests KW - Gyratory compactors KW - Hveem stabilometer KW - Mix design KW - Oregon KW - Pavement performance KW - Portable equipment KW - Quality assurance KW - Quality control KW - Superpave UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FieldEvalPortableGyuratory.pdf UR - https://trid.trb.org/view/718627 ER - TY - RPRT AN - 00928051 AU - Fish, M AU - Lane, R AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - GIS AND THE NEW HAMPSHIRE ROCK CUT MANAGEMENT SYSTEM PY - 2002/06 SP - 14 p. AB - The New Hampshire Department of Transportation (NHDOT) first conducted a Rock Cut Hazard Survey in 1975, which included 182 rock cuts. The program has evolved since 1975, and now incorporates 380 rock cuts and four different Rock Fall Hazard Rating Systems. By utilizing New Hampshire's State Planning and Research funding, a research project was initiated to investigate combining new rock cut data with pre-existing data into a Geographic Information System (GIS). Rock cut point features were collected for every rock cut with a Global Positioning System (GPS) and were added as a data layer on top of existing data coverage available through the NHDOT's GIS server. A relational database was developed which would store all the rock cut data and be linked to the GIS through a structured query language connect statement. A Brunton compass was used to collect rock cut structural data and a digital camera was used to photograph every rock cut. The structural data were graphically represented in the GIS in the form of rose diagrams, stereonets and density plots. A laser profiler was used to collect two-dimensional profiles on selected rock cuts so rock fall simulations could be conducted. The GIS does have limitations, which include: the network bandwidth, accessibility restrictions, and resource allocation for maintaining current and accurate data. Deployment of an Internet Mapping Service has been recommended to increase accessibility and to allow all NHDOT users access to the Rock Cut Management System through a web browser. KW - Databases KW - Digitized photography KW - Geographic information systems KW - Global Positioning System KW - Hazard analysis KW - Internet service providers KW - New Hampshire KW - Relational databases KW - Rock cuts KW - Rock slopes KW - Rockfalls UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12323v_report.pdf UR - https://trid.trb.org/view/718763 ER - TY - RPRT AN - 00928037 AU - Blackwell, M R AU - Yin, A X AU - Missouri Department of Transportation AU - Federal Highway Administration TI - INSTALLATION AND INITIAL PERFORMANCE OF 60" ADS N-12HC (REGISTERED TRADEMARK) HDPE PIPES PY - 2002/06 SP - 26 p. AB - Highway drainage pipes are built using metal, clay, concrete or plastic. High-density polyethylene (HDPE) is being used as drainage pipe because it is lightweight, corrosion resistant, easy to install, and has a low maintenance cost. However, as a newer material, the long-term performance of HDPE pipe is still under evaluation. Polyethylene pipe has been installed in Missouri since 1983 and continues to perform. In 1999, the first 60-in. (1500-mm) N-12HC (registered trademark) HDPE pipe was installed. So far, two 60-in. HDPE pipes were installed as crossroad culverts to evaluate their performances. For such large diameter flexible pipe, one main concern is its wall stability. This study approached this issue by monitoring the pipe deflections and joint separations. It was found out that installation procedure plays an important role. Improper installation caused excessive pipe deflection and joint separation later on, and will shorten the pipe service life accordingly. KW - Culvert pipe KW - Deflection KW - Diameter KW - Drainage structures KW - High density polyethylene KW - Installation KW - Joint separation (Pipes) KW - Joints (Engineering) KW - Performance KW - Plastic pipe KW - Service life UR - http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.pdf UR - https://trid.trb.org/view/718749 ER - TY - RPRT AN - 00927544 AU - Soltesz, S AU - Oregon Department of Transportation AU - Federal Highway Administration TI - INJECTED POLYURETHANE SLAB JACKING PY - 2002/06 SP - 34 p. AB - Conventional methods for raising in-place concrete slabs to align roadway sections or to counteract subsidence requires pressure-injecting grout under the slab. As other transportation organizations have had success with the URETEK Method, which utilizes injected polyurethane, Oregon DOT elected to use this method to raise and stabilize a bridge end panel and adjacent concrete slab. A two-year research project was conducted to monitor the stability of the injected slabs and to evaluate the material. The slabs settled by up to 10.5 mm (0.413 in) after two years. The compressive strength of the polyurethane material was not reduced after underground exposure. The ability of the injected polyurethane to penetrate through holes was characterized. An attempt was made to measure the water permeability of the material. KW - Bridges KW - Compressive strength KW - Concrete KW - Grout KW - Holes KW - Injection molding KW - Panels KW - Penetration resistance KW - Permeability KW - Polyurethane resins KW - Slab jacking KW - Slabs KW - Stability (Mechanics) KW - URETEK KW - Water UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/InjectSlabJack.pdf UR - https://trid.trb.org/view/718620 ER - TY - JOUR AN - 00926708 JO - Research Report (University of California, Berkeley. Institute of Transportation Studies) AU - Cassidy, Michael AU - Rudjanakanoknad, Jittichai AU - California Department of Transportation AU - University of California, Berkeley AU - Federal Highway Administration TI - Empirical Study of Ramp Metering and Capacity PY - 2002/06//Final report SP - 21 p. AB - This report describes traffic details measured at a freeway merge before and after it became a bottleneck during six observation days. Findings indicate that flows departing this merge can be made substantially higher by metering the on-ramp to restrict the rate its vehicles enter the freeway. It follows then that ramp meters can postpone a bottleneck's activation. KW - Bottlenecks KW - California KW - Highway capacity KW - Orange County (California) KW - Ramp metering KW - Traffic congestion KW - Traffic flow UR - https://escholarship.org/uc/item/41f4d25j UR - https://trid.trb.org/view/720733 ER - TY - ABST AN - 01459390 TI - Design, Fabricate & Assemble Water channel System, Shaker System, Etc. AB - No summary provided. KW - Channels (Waterways) KW - Design KW - Fabrication KW - Research projects UR - https://trid.trb.org/view/1227603 ER - TY - ABST AN - 01459388 TI - Development, Testing & Implementation of a Revised Lane Changing AB - No summary provided. KW - Development KW - Implementation KW - Lane changing KW - Research projects KW - Testing KW - Traffic congestion KW - Traffic control UR - https://trid.trb.org/view/1227601 ER - TY - ABST AN - 01460946 TI - Research Program Design---Administration of Highway and Transportation Agencies. Characteristics of the 21st Century Operations-Oriented State DOT AB - The objective of this project is to support the facilitation of institutional change in state DOTs towards an increased commitment to real time operations of the existing transportation systems for maximum performance. Overall, it is the intent of this research to: (a) identify the objectives associated with an increased state DOT orientation to system operations and management; (b) describe the necessary preconditions to mainstreaming a significant commitment to operations; (c) clarify the principal challenges/barriers to need transitions; (d) suggest potential alternative models of institutional configurations/activities consistent with an increased operations orientation (internal and eternal); and (e) identify supportive activities (technical, policy, and programmatic) by AASHTO and other associations and other levels of government stakeholders. KW - Best practices KW - Management and organization KW - National Cooperative Highway Research Program KW - Operations KW - Real time information KW - Research projects KW - State departments of transportation KW - Systems analysis KW - Transportation departments UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=533 UR - https://trid.trb.org/view/1229164 ER - TY - RPRT AN - 00962164 AU - Bose, A AU - Li, Wei AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - CHARACTERIZATION AND MANIPULATION OF ASPHALT ADHESION TO ROCK PY - 2002/05/23 SP - 11 p. AB - Asphalt/rock composite materials are used as fillers for large cracks, potholes and joints on road surfaces. The asphalt acts as a binder for the rock particles. An important property of this composite is that it remains elastic during loading and the daily seasonal thermal expansion and compression. In order to enhance the elastic property of asphalts, they are blended with a rubber and a compatibilizing polymer. While the enhancement of the elastic properties of this binder from bare asphalt has been dramatic, a new problem has appeared - the binder does not adhere strongly to the rock material, lifting off and delaminating easily. Delamination at the rock asphalt interface is extremely undesirable, and it jeopardizes the integrity of the mix, leading to rapid further deterioration of the road surface. Four types of rock surfaces were tested - Lynch, Tilcon, Aggregate and Cirenzia. The asphalts tested were PG-52-34, modified crumb rubber, crack sealer and PG-70-40. The goals of these preliminary experiments are to (i) understand the fundamental cause for the observed poor adhesion between the modified asphalt and the rock surface, and (ii) suggest potential cost-effective strategies for mitigating the adhesion problem. Experiments have been conducted to grade the four supplied asphalts in terms of their adhesion to the four types of rocks. This characterization was completed by measuring the contact angle of a probe liquid, in this case water, on each of the eight materials supplied. These measurements have provided two critical pieces of information: (i) The surface properties from the standpoint of the adhesion of each of the rock materials are very similar, and thus cannot be discriminated from just this perspective; and (ii) The gradation of asphalt adhesion to the rock is in the order PG-70-40 > Crack Sealer > PG-52-34 > Modified Crumb Rubber. While these experiments have provided a qualitative ordering for the adhesion between the various types of asphalt and rocks, a quantitative measurement of the adhesion energy requires direct "peel-off" experiments. These experiments are summarized in this report. For the PG-52-34, PG-70-40 and Modified Crumb Rubber asphalts, the failure was cohesive (the interface bonding between the asphalt and rock was stronger than the asphalt). The crack sealer displayed an adhesive failure. KW - Adhesion KW - Asphalt KW - Cohesion KW - Crumb rubber KW - Delamination KW - Fillers (Materials) KW - Laboratory tests KW - Rocks KW - Sealing compounds UR - https://trid.trb.org/view/660585 ER - TY - RPRT AN - 00941210 AU - Kim, Y R AU - Mun, S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF SUBGRADE STRENGTH UNDER INTACT PORTLAND CEMENT CONCRETE SLABS FOR RUBBLIZATION PROJECTS PY - 2002/05/21 SP - 115 p. AB - Rubblization is an effective rehabilitation method for deteriorated Portland cement concrete (PCC) pavements. However, the loss of strength in PCC slabs due to rubblization creates the demand for a subgrade that is strong enough to handle traffic after rubblization. AASHTO recommends falling weight deflectometer (FWD) testing of PCC pavements before rubblization to ascertain the subgrade strength after rubblization. However, the existing deflection analysis methods do not adequately handle the change in stress states in the subgrade before and after rubblization, and therefore result in erroneous prediction of subgrade strength. The primary objective of this study is to develop an analysis method that allows the realistic estimation of subgrade strength after rubblization from deflection measurement on intact PCC slabs before rubblization. As a forward model, stress/strain dependent nonlinear subgrade models were incorporated into a finite element analysis. ABAQUS and NCPAVE, a finite element code developed at North Carolina State University, were used in the analysis. Multi-load FWD testing was conducted in the field to generate varying stress states in the subgrade under intact PCC pavements. Based on the synthetic database generated from the finite element analyses, a number of relationships were developed using regression and artificial neural network approaches to predict the coefficients in the nonlinear subgrade model from multi-load FWD deflections. The verification study was performed on the resulting algorithms using limited field data derived from US-29 in Guilford County and I-85 in Rowan County. The research suggests that the stress-based regression approach, which determines the nonlinear coefficients by regressing between the subgrade moduli and stresses predicted at several radial distances from the FWD load from multi-load deflections, is the most promising method of analysis. The research team strongly recommends the further verification of this procedure using additional field data before implementation. KW - Comminution KW - Concrete pavements KW - Deflection tests KW - Falling weight deflectometers KW - Field tests KW - Finite element method KW - Load tests KW - Neural networks KW - Nondestructive tests KW - Nonlinear programming KW - North Carolina KW - Portland cement concrete KW - Regression analysis KW - Rehabilitation (Maintenance) KW - Slabs KW - Strength of materials KW - Stresses KW - Subgrade (Pavements) UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/1999-02-finalreport.pdf UR - https://trid.trb.org/view/642521 ER - TY - ABST AN - 01459450 TI - Environmental Impact of Construction and Repair Materials on Surface and Ground Waters--Outreach and Training AB - The objective of this project is to develop and conduct a multimedia program to disseminate the findings, products, and applications of this project. KW - Construction and maintenance KW - Environmental impact analysis KW - Groundwater KW - Highways KW - National Cooperative Highway Research Program KW - Research projects KW - Training UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=739 UR - https://trid.trb.org/view/1227663 ER - TY - ABST AN - 01459310 TI - Technical Support for the AASHTO Task Force for Roadside Safety (TFRS). Task 4. Crash Testing of a Secure Mailbox AB - The objective of this study is to conduct a full scale crash test of a secure mailbox. The FHWA is developing finite element models of mailboxes. The crash test will be used to validate the models. KW - Crashworthiness KW - Crashworthiness KW - Highway safety KW - Mailboxes KW - National Cooperative Highway Research Program KW - Research projects KW - Roadside hazards KW - Testing UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=446 UR - https://trid.trb.org/view/1227523 ER - TY - ABST AN - 01460573 TI - Research Program Design---Administration of Highway and Transportation Agencies. Assessing the Importance of Transportation for Major Industries and Sectors of the U.S. Economy AB - The objective of this project is to develop information on issues related to the importance of transportation for particular sectors of the U. S. economy, by conducting conferences and studies on specific issues identified by the Special Committee on Intermodal Transportation and Economic Expansion of the American Association of State Highway and Transportation Officials. This information will inform government and business leaders and policy makers. KW - Conferences KW - Economic benefits KW - Government agencies KW - Information dissemination KW - Information management KW - National Cooperative Highway Research Program KW - Policy making KW - Research projects KW - Transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=534 UR - https://trid.trb.org/view/1228790 ER - TY - RPRT AN - 00925961 AU - Jovanis, P P AU - George, J AU - Park, S-W AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - I-99 INFORMATION EXCHANGE PY - 2002/05/02 SP - 37 p. AB - The stated goal of this project was to produce an electronic mechanism for information exchange on the set of projects comprising the I-99 Advanced Transportation Technology Test Bed. A set of meetings with stakeholders led to the development of a set of user needs. These needs were used to define a Web-based site, driven by linked databases, that captured the information requested by users. The site was implemented on a server at the Pennsylvania Transportation Institute. The web site contains background information, such as statements of work for each I-99 research project, along with up-to-date lists of project products, monthly reports and other project deliverables. The web site answers the question: "What is happening on the I-99 Transportation Test Bed Project?" KW - Electronic information exchange KW - I-99 Advanced Transportation Technology Test Bed KW - Information dissemination KW - Interstate highways KW - Linked data KW - Monthly KW - Pennsylvania KW - Reports KW - Research projects KW - Websites (Information retrieval) UR - http://ntl.bts.gov/lib/19000/19500/19583/PB2002107990.pdf UR - https://trid.trb.org/view/718126 ER - TY - ABST AN - 01525133 TI - Soil Mixing Methods for Highway Applications AB - The objective of this project is to develop improved design and construction control methods for the use of soil mixing techniques on highway projects where conventional foundation support and/or ground retention methods are either too expensive or inappropriate due to soil or site conditions. KW - Foundations KW - Highway projects KW - Road construction KW - Soil condition KW - Soil mixing UR - http://www.pooledfund.org/Details/Study/125 UR - https://trid.trb.org/view/1309981 ER - TY - RPRT AN - 01493261 AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Research Management Peer Exchange Hosted by the Oregon Department of Transportation, August 20-24, 2001 PY - 2002/05 SP - 10p AB - The Oregon Department of Transportation (ODOT) hosted a research management peer exchange August 20-24, 2001. The purpose of a peer exchange is to give research managers from state departments of transportation and the federal government a means to improve the quality and effectiveness of their research processes, both for the host department and the visiting research managers. The primary focus of this peer exchange is research project management. However, all aspects of the research program were discussed within the context of 12 meetings, and included specific discussions of: research project selection and development; research implementation; marketing and outreach; alignment of the research program with ODOT needs and priorities; and definitions of research. Appendix includes ODOT response to the peer exchange report. KW - Implementation KW - Marketing KW - Oregon Department of Transportation KW - Peer exchange KW - Research management KW - Research projects KW - State departments of transportation UR - http://research.transportation.org/_layouts/AASHTORAC/FileDownLoad.aspx?Rid=52 UR - http://ntl.bts.gov/lib/19000/19400/19465/PB2002107265.pdf UR - http://ntl.bts.gov/lib/41000/41200/41204/2001PeerExchange.pdf UR - https://trid.trb.org/view/1262309 ER - TY - JOUR AN - 01392594 JO - Public Roads PB - Federal Highway Administration AU - McDaniel, R E TI - See it before it's built: visualization technology PY - 2002/05 VL - 65 IS - 6 SP - 28-31 KW - Aesthetics KW - Computer hardware KW - Computer program KW - Computer programs KW - Computers KW - Environment KW - Highway design KW - Highway safety KW - Image processing KW - Image processing KW - Landscaping KW - Landscaping KW - Public opinion KW - Public opinion KW - Road design KW - Road environment KW - Road safety KW - Visual intrusion UR - https://trid.trb.org/view/1160360 ER - TY - RPRT AN - 01156888 AU - Rajagopal, Arudi AU - Minkarah, Issam AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Long Term Monitoring of Broken and Seated Pavements PY - 2002/05//Final Report SP - 106p AB - This report presents details of a study conducted to evaluate the long term performance of asphalt overlays on broken and seated (B/S) concrete pavements, using field experiments. The primary purpose of this study is to evaluate the effectiveness of breaking and seating as a rehabilitation strategy for retarding reflection cracking in asphalt concrete (AC) overlays on jointed reinforced concrete pavements. Test sections were constructed by milling the original AC layer, breaking and seating the concrete slabs and constructing new AC overlays. Control sections were constructed adjacent to the B /S sections in the same way, but without breaking the underlying concrete slabs. The test sections carried a large volume of traffic. The original pavements selected in this study were fairly uniform with respect to their structural and surface conditions. Two types of pavement breakers were used in this study, namely guillotine and pile hammer. The extent of breaking was closely monitored. The performance of the test sections was monitored for a total period of nine years. The monitoring data included deflection measurements, crack mapping, a pavement condition survey and roughness surveys on the original pavement and on the overlay. The results, in general, strongly indicate an improved performance of AC overlays on broken and seated concrete pavements. The B/S treatment has a significant effect on the structural response and behavior of the resulting pavement. Breaking the concrete slabs into smaller pieces resulted in a reduction in the flexural strength, an increase in the surface deflection (50% to 100%), and a decrease in AREA and Spreadability (20 to 30%). Breaking and seating has been extremely effective in delaying and minimizing reflection cracking. Hence, the breaking and seating procedure does indeed result in improved pavement performance. Ultimately, economics and serviceability will govern its use, based on the length of time future maintenance and rehabilitation is deferred. KW - Asphalt concrete KW - Crack and seat treatment KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Reflection cracking KW - Rehabilitation (Maintenance) UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51254427 UR - https://trid.trb.org/view/917507 ER - TY - RPRT AN - 01155832 AU - Sargand, Shad M AU - Hazen, Glenn A AU - Masada, Teruhisa AU - Schehl, Donald J AU - Moran, Alan AU - Altarawneh, Bashar AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Field Verification of Structural Performance of Thermoplastic Pipe Under Deep Backfill Conditions PY - 2002/05//Final Report SP - 366p AB - This report provides information regarding the structural performance of thermoplastic pipes under relatively deep soil cover conditions. The eighteen (12 HDPE, 6 PVC) thermoplastic pipes, with diameter ranging from 30 to 60 in., were instrumented with sensors, embedded in granular backfill in shallow trenches, and subjected to 20-ft. or 40-ft. high soil fill for about 10 months. Their installation plans involved two types of backfill soil, three relative compactions, and varying bedding thickness to study the effects of these installation parameters on the pipe performance. KW - Backfill soils KW - Earth pressure KW - Field studies KW - Performance KW - Pipe KW - Pipe laying KW - Soil compaction KW - Thermoplastic materials KW - Underground structures UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51244357 UR - https://trid.trb.org/view/916387 ER - TY - RPRT AN - 01108723 AU - Aycin, Murat F AU - Benekohal, Rahim F AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of the Pilot Study of Advisory On-Board Vehicle Warning Systems at Railroad Grade Crossings PY - 2002/05//Project Report SP - 36p AB - The Pilot Study of Advisory On-Board Vehicle Warning Systems at Railroad Grade Crossings was conducted to provide roadway vehicles approaching the specially equipped grade crossings with an on-board/advisory warning of a train approaching or occupying the grade crossing. The system design was composed of a trackside transmitter assembly (TTA) and in-vehicle receiver (IVR). The TTA sent a K-band signal to the IVRs when a train was approaching or occupying the crossings. The existing Metra grade crossing controller activated the trackside system. The system was installed at five railroad grade crossings in the northern Chicago suburbs. Approximately 300 IVR units were installed in the vehicles of 38 participating organizations. This report documents issues with the operation of the overall system and corrective measures that were taken. The performance history of the pilot study is presented in a chronological order. Overall, the system performance did not meet study expectations even though replacing the original IVRs were helpful to some degree. The off-the-shelf technology used in this pilot study did not provide adequate reliability for the study environment. The concept of an on-board warning system has potential to work if a more reliable technology is used to activate the warning system. There were other challenges such as the complexities of multi-agency coordination that required time, effort, and approval from various agencies. Also, with 38 participating organizations, the pilot study encountered a number of challenges in coordinating the installation of IVRs and driver training along with retraining several hundred participant drivers when the IVRs were replaced. KW - Automobile navigation systems KW - Automotive computers KW - Grade crossing protection systems KW - In vehicle sensors KW - In vehicle technology KW - Intelligent transportation systems KW - Onboard computers KW - Railroad grade crossings KW - Warning devices UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-117.pdf UR - https://trid.trb.org/view/868229 ER - TY - RPRT AN - 01074591 AU - Federal Highway Administration TI - I-270/US 15 Multi Modal Corridor study, Montgomery and Frederick counties : environmental impact statement PY - 2002/05//Volumes held: Draft(2v) KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/833985 ER - TY - RPRT AN - 01074419 AU - Federal Highway Administration TI - U.S. 67 (FAP 310) between Jacksonville and Macomb, Morgan, Cass, Schuyler, and McDonough counties : environmental impact statement PY - 2002/05//Volumes held: Draft, Final KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/833813 ER - TY - RPRT AN - 01074139 AU - Federal Highway Administration TI - President George Bush Turnpike (PGBT) segment IV from IH-35E to IH-635, Dallas County : environmental impact statement PY - 2002/05//Volumes held: Draft, Final,Reference material (B1) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/833533 ER - TY - RPRT AN - 01074100 AU - Federal Highway Administration TI - I-96/airport area access study, Kent County : environmental impact statement PY - 2002/05//Volumes held: Draft, Draft AppendixG-H, F KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/833494 ER - TY - RPRT AN - 01054633 AU - Vandenbossche, Julie M AU - Minnesota Department of Transportation AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - The Construction and Performance of Ultra-thin Whitetopping Intersections on US-169 PY - 2002/05//Final Report SP - 183p AB - The Minnesota Department of Transportation (Mn/DOT) constructed an ultra-thin whitetopping (UTW) project at three intersections on US-169 at Elk River to gain more experience in both the design and performance of ultra-thin whitetopping. A brief description of the Mn/DOT’s history in the area of whitetopping is presented followed by a detailed description of the construction of the instrumented whitetopping test sections on US-169. All concrete mixes contained either polypropylene or polyolefin fibers. The compressive strength, flexural strength, Poisson’s ratio and elastic modulus were measured for these mixes and the results are provided. Distinct cracking patterns developed within each test section. The UTW test sections with a 1.2-m x 1.2-m (4-ft x 4-ft) joint pattern included corner breaks and transverse cracks. Corner breaks were the primary distress in the test section with a 1.8-m x 1.8-m (6-ft x 6-ft) joint pattern, although very little cracking was exhibited. The strain measurements emphasize the importance of the support provided by the HMA layer. A reduction in this support occurs when the temperature of the HMA is increased or when the HMA begins to ravel. Cores should be pulled from the pavement when evaluating whether UTW is a viable rehabilitation alternative to determine if the asphalt is stripping and if the asphalt layer has adequate thickness. UTW can be successfully placed on as little as 76 mm (3 in.) of asphalt, if the quality of the asphalt is good. The cores should also reveal the asphalt layer is of uniform thickness and stripping/raveling has not occurred. If these conditions exist, UTW is a good option for rehabilitating asphalt pavements. KW - Asphalt pavements KW - Compressive strength KW - Construction KW - Cores (Specimens) KW - Corner breaks KW - Cracking KW - Flexural strength KW - Intersections KW - Modulus of elasticity KW - Poisson ratio KW - Polymer concrete KW - Polyolefin fibers KW - Polypropylene KW - Stripping (Pavements) KW - Test sections KW - Thickness KW - Transverse cracking KW - Ultrathin whitetopping UR - http://www.mrr.dot.state.mn.us/research/pdf/2002MRRDOC001.pdf UR - https://trid.trb.org/view/813815 ER - TY - SER AN - 01024757 JO - Technical Brief PB - Federal Highway Administration TI - Bonded Portland Cement Concrete Overlays PY - 2002/05 SP - 4p AB - A bonded portland cement concrete (PCC) overlay is the placement of a comparatively thin PCC pavement over an existing PCC pavement. Bonded PCC overlays are used to increase the structural capacity of an existing PCC pavement or to improve its functional characteristics. Expected advantages of bonded PCC overlays, when compared to conventional hot mix asphalt overlays, are that they last longer and maintain a higher level of serviceability over their design life. Bonded PCC overlays are typically constructed between 50 and 102 mm (2 and 4 in.) thick. The development of an effective bond between the PCC overlay and the existing PCC pavement is critical to the performance of bonded PCC overlays. If the overlay is well bonded, the resulting pavement structure behaves monolithically and critical stresses and deflections are reduced. This technical brief discusses the following aspects of bonded PCC overlays: general design considerations, pavement evaluation, preoverlay repair, surface preparation, structural design, and performance. KW - Benefits KW - Bond strength (Materials) KW - Bonded concrete overlays KW - Design KW - Pavement performance KW - Repairing KW - Service life KW - Serviceability KW - Structural design KW - Surface preparation KW - Thickness UR - https://trid.trb.org/view/782489 ER - TY - RPRT AN - 01016449 AU - Schindler, Anton K AU - Dossey, Terry AU - McCullough, B F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Temperature Control During Construction to Improve the Long Term Performance of Portland Cement Concrete Pavements PY - 2002/05//Technical Report SP - 538p AB - The study developed mitigation techniques to control the in place temperature development of early-age concrete. Longer lasting PCC pavements will be produced if the assumptions made during design are achieved in the field. This study proposes a method to integrate the design assumptions to the construction process by means of an end-result temperature control specification. A general hydration model for cementitious materials and a model to predict the temperature gain in hardening concrete is developed and calibrated. The temperature prediction model was calibrated for field conditions with data collected from seven concrete paving projects. The model accounts for different pavement thicknesses, mixture proportions, cement chemical composition, cement fineness, amount of cement, mineral admixtures, material types, climatic conditions, and different construction scenarios. The temperature prediction model will enable the development of performance based specifications to guard against premature concrete failures. This model will further provide the designer, contractor, and specification developer with the means to evaluate and quantify the effect of most of the various complex interactions that affect the concrete temperature development during early-ages. A model to predict initial and final setting of hardening concrete is presented, and calibrated, with data collected under laboratory and field conditions. The effects of concrete temperature, different cements, and mineral admixtures on the initial and final times are characterized. Finally, an innovative temperature control specification is presented, which encourages contractor innovation and focuses on material selection for the particular location and environmental conditions. This approach accounts for the impact of modern paving materials, and will ensure improved concrete performance under hot weather placement conditions. KW - Admixtures KW - Cement KW - Chemical composition KW - Climate KW - Concrete hardening KW - Concrete pavements KW - Concrete placing KW - Contractors KW - Early age concrete KW - Fineness KW - Forecasting KW - Hot weather KW - Hydration KW - Innovation KW - Long term performance KW - Materials KW - Materials selection KW - Mineral aggregates KW - Mix design KW - Pavement design KW - Pavement performance KW - Paving KW - Performance based specifications KW - Portland cement concrete KW - Proportion KW - Setting (Concrete) KW - Temperature control KW - Thickness UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1700_2.pdf UR - https://trid.trb.org/view/772494 ER - TY - RPRT AN - 00989247 AU - Solaimanian, M AU - Pendola, G R AU - Kennedy, T W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RELATIONSHIP BETWEEN AGGREGATE PROPERTIES AND HAMBURG WHEEL TRACKING RESULTS PY - 2002/05 SP - 98 p. AB - Aggregates, through internal friction, must transmit the wheel loads to the underlying layers and also be resistant to abrasion and polishing due to traffic. Aggregates are subject to crushing and abrasive wear during manufacturing, placing, and compacting hot mix asphalt concrete (HMAC), and, therefore, must be hard and tough to resist degradation and disintegration at different stages. A series of different tests are used to ensure that aggregates carry required characteristics for use in HMAC. Within the last few years, the Texas Department of Transportation (TxDOT) has been using the Hamburg Wheel Tracking Device (HWTD) to evaluate the moisture susceptibility of HMAC. During these tests, it was noticed that softer aggregate underwent severe abrasion under the wheels of the HWTD. Therefore, a research study was sponsored by TxDOT for a period of one year to evaluate the relationship between aggregate properties and the results from the HWTD. Three limestone, four gravel, one sandstone, and three igneous rocks were considered in the study. These eleven aggregates provided a relatively good coverage of different aggregate types used in Texas. A series of tests were performed on the aggregates. The tests included magnesium sulfate soundness, Micro-Deval loss, L.A. abrasion, British Pendulum polish value, and acid insoluble residue. Asphalt-aggregate mixtures were prepared according to specific mix designs received from various districts. The mixtures were compacted with a Superpave gyratory compactor. The prepared specimens were tested with the HWTD. The HWTD tested specimens were evaluated by the British Pendulum equipment to quantify the aggregate polishing caused by HWTD. The final step included performing gradation analysis on the extracted aggregates to evaluate the changes from the original gradation caused by the damage and degradation produced by HWTD. In general, based on the results of the HWTD, limestone aggregates exhibited the highest level of degradation and gravel aggregates demonstrated the toughest resistance to degradation. At the same time, in general, limestone aggregates exhibited better resistance against moisture damage compared to gravel aggregates. KW - Abrasion tests KW - Acid insoluble residue KW - Aggregate gradation KW - Aggregates KW - Compaction KW - Compactors KW - Degradation (Aggregates) KW - Gravel KW - Gyratory compactors KW - Hamburg Wheel Tracking Device KW - Hot mix asphalt KW - Igneous rocks KW - Limestone aggregates KW - Mix design KW - Moisture susceptibility KW - Polishing (Aggregates) KW - Sandstones KW - Soundness test KW - Texas UR - https://trid.trb.org/view/755023 ER - TY - RPRT AN - 00987665 AU - Lovett, J N AU - The Museum of Power and Industry, Incorporated AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - HISTORIC CONTEXT EVALUATION FOR MILLS IN TENNESSEE PY - 2002/05 SP - 334 p. AB - This study and report highlights the historical development of mills and mill-related industries in Tennessee, with an emphasis on historic periods of activity (1777 to the present) and statistics. The surviving mills and mill sites in the state are discussed, with the aim of providing criteria for qualification as historic sites. This includes the presentation of a classification system for mills and a field survey form and handbook to aid in assessment of the candidate site. The study has been narrowed to primarily include the three most prevalent "mills" encountered historically in Tennessee - the grain mill, the sawmill, and the textile mill. Descriptions of the major manufacturers of mill equipment are also provided. The four primary sources of information utilized for this study were the following: archival data from census and courthouse records; visits to existing mills and mill sites throughout the state; reference literature, including historic books and catalogs; and the experience of the author as a mill owner, millwright, and restoration consultant. KW - Classification KW - Forms (Documents) KW - Handbooks KW - Historic sites KW - History KW - Mills KW - National Register of Historic Places KW - Statistics KW - Tennessee UR - http://www.tdot.state.tn.us/longrange/reports/res-1039.pdf UR - https://trid.trb.org/view/753567 ER - TY - RPRT AN - 00974798 AU - Griffiths, C T AU - Krstulovich, J M AU - Illinois Department of Transportation AU - Federal Highway Administration TI - UTILIZATION OF RECYCLED MATERIALS IN ILLINOIS HIGHWAY CONSTRUCTION PY - 2002/05 SP - 28 p. AB - According to the Illinois Environmental Protection Agency's 2000 Annual Landfill Capacity Report "as of Jan. 1, 2001, 53 landfills reported having a combined remaining capacity of 743.4 million gate cubic yards, or 49.3 million gate cubic yards less than on Jan. 1, 2000, a decrease of 6.2%." Also, at current waste generation rates "landfill life expectancy in Illinois [is] 15 years barring capacity adjustments." As waste continues to accumulate and availability and capacity of landfill spaces diminish, agencies are increasing application and use of recycled materials in highway construction. The Illinois Department of Transportation utilizes millions of tons of highway materials annually. The basic building materials in roadway and bridge construction are primarily aggregate, cement, and asphalt. The annual usage of recycled materials is over 1.5 million tons. The educated use of recycled materials can result in reduced cost potentials and may enhance performance; however, not all recycled materials are well suited for highway applications due to limited or compromised performance-based benefits and/or high cost. This report reviews current usage of various recycled materials, as well as discusses reclaimed materials not currently being utilized by the Department. KW - Illinois KW - Recycled materials KW - Road construction KW - Utilization KW - Wastes UR - http://www.dot.state.il.us/materials/research/pdf/142.pdf UR - http://ntl.bts.gov/lib/23000/23200/23215/142.pdf UR - https://trid.trb.org/view/698211 ER - TY - RPRT AN - 00974170 AU - Texas Southern University, Houston AU - Federal Highway Administration TI - ENTERING THE QUIET ZONE: NOISE COMPATIBLE LAND USE PLANNING PY - 2002/05 SP - v.p. AB - This brochure has been developed to provide information to elected officials, planners, developers, and the interested public about the problem of highway traffic noise and effective responses to that problem. This report: 1) summarizes the general nature of the problem, 2) provides examples of Noise Compatible Land Use strategies either constructed or planned, and 3) encourages a proactive posture by local decision makers, developers and citizens to share in and actively influence land use next to highways. KW - Brochures KW - Decision making KW - Land use planning KW - Strategic planning KW - Traffic noise UR - http://www.fhwa.dot.gov/environment/noise/quietzon/index.htm UR - https://trid.trb.org/view/698516 ER - TY - JOUR AN - 00974130 JO - Technical Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - SELECTION OF PCC OVERLAY ALTERNATIVES PY - 2002/05 SP - 4 p. AB - Considering the advantages and disadvantages of the different pavement overlay alternatives is important in ultimately selecting one that is most appropriate for a particular rehabilitation application. The rehabilitation selection process is much simpler if only portland cement concrete (PCC) overlay alternatives are considered, but there is no practical value in limiting rehabilitation choices in this way. This Technical Brief addresses the selection of PCC overlay alternatives. It discusses the selection process, cost analysis (life cycle cost analysis is recommended), nonmonetary factors, and the use of a decision table. KW - Concrete overlays KW - Concrete pavements KW - Decision making KW - Life cycle costing KW - Overlays (Pavements) KW - Rehabilitation (Maintenance) KW - Selection process UR - https://trid.trb.org/view/701570 ER - TY - SER AN - 00974132 JO - Technical Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - ULTRA-THIN WHITETOPPING PY - 2002/05 SP - 4 p. AB - Ultra-thin whitetopping (UTW) is the placement of a thin portland cement concrete (PCC) pavement over an existing hot-mix asphalt (HMA) pavement. The development of an effective bond between the PCC overlay and the existing HMA pavement is critical to the performance of this rehabilitation technique because the existing HMA pavement is being relied upon to carry part of the traffic load. Factors differentiating UTW from conventional whitetopping include: the use of thin [50 and 102 mm (2 and 4 in.)] PCC surfacings; the need for extensive surface preparation to promote bonding; the use of short joint spacings; and, in many cases, the use of high-strength concrete and synthetic fibers. UTW overlays are intended for parking lots, residential streets, low volume roads, general aviation airports, and intersections where rutting is a problem. This Technical Brief discusses general design considerations, evaluation of the existing HMA pavement, preoverlay repair, surface preparation, structural design, PCC mix design, and performance of UTW overlays. KW - Asphalt pavements KW - Bonding KW - Concrete overlays KW - Condition surveys KW - High strength concrete KW - Joint spacing KW - Mix design KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Repairing KW - Structural design KW - Surface preparation KW - Synthetic fibers KW - Thinness KW - Ultra-thin whitetopping KW - Whitetopping UR - https://trid.trb.org/view/701572 ER - TY - JOUR AN - 00974133 JO - Technical Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - CONVENTIONAL WHITETOPPING OVERLAYS PY - 2002/05 SP - 4 p. AB - Conventional whitetopping is the construction of a new portland cement concrete (PCC) pavement over an existing hot-mix asphalt (HMA) pavement. These PCC overlays are defined as being greater than 102 mm (4 in.) thick, but typically range from 203 to 305 mm (8 to 12 in.) when placed on primary interstate highways, and from 127 to 178 mm (5 to 7 in.) when placed on secondary roads. Whitetopping is an appropriate rehabilitation alternative for badly deteriorated HMA pavements, especially those that exhibit distresses such as rutting, shoving, and alligator cracking. This Technical Brief discusses general design considerations, evaluation of the existing pavement, preoverlay repair, surface preparation, structural design, job-site considerations, joint sawing, and performance of whitetopping overlays. KW - Asphalt pavements KW - Concrete overlays KW - Condition surveys KW - Joints (Engineering) KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Repairing KW - Sawing KW - Structural design KW - Surface preparation KW - Thickness KW - Whitetopping UR - https://trid.trb.org/view/701573 ER - TY - JOUR AN - 00974129 JO - Technical Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - SEPARATOR DESIGN FOR UNBONDED PCC OVERLAYS PY - 2002/05 SP - 4 p. AB - An unbonded portland cement concrete (PCC) overlay is a pavement rehabilitation technique in which a separator layer [generally hot-mix asphalt (HMA)] is placed between the existing PCC pavement and a new PCC overlay. An effective separator layer design is essential to the good performance of unbonded PCC overlays. This Technical Brief discusses the functions of the separator layer, common separator materials, design recommendations for the separator layer, construction considerations, and field performance of the separator layer. KW - Concrete overlays KW - Concrete pavements KW - Hot mix asphalt KW - Interlayers KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Separator layers KW - Unbonded overlays UR - https://trid.trb.org/view/701569 ER - TY - JOUR AN - 00974131 JO - Technical Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - UNBONDED PORTLAND CEMENT CONCRETE OVERLAYS PY - 2002/05 SP - 4 p. AB - Unbonded portland cement concrete (PCC) overlays are a feasible rehabilitation alternative for PCC pavements in practically any condition because the performance of unbonded overlays is relatively insensitive to the condition of the existing pavements. In addressing unbonded PCC overlays, this Technical Brief discusses general design considerations, evaluation of the existing pavement condition, preoverlay repair, structural design, job-site considerations, and performance of unbonded overlays. The discussion on structural design covers thickness design, separator layer design, joint spacing, and load transfer design. KW - Concrete overlays KW - Concrete pavements KW - Condition surveys KW - Joint spacing KW - Load transfer KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Repairing KW - Separator layers KW - Structural design KW - Thickness KW - Unbonded overlays UR - https://trid.trb.org/view/701571 ER - TY - RPRT AN - 00970612 AU - Kockelman, K M AU - Heard, L AU - Kweon, Y-J AU - Rioux, T W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - SIDEWALK CROSS-SLOPE DESIGN: ANALYSIS OF ACCESSIBILITY FOR PERSONS WITH DISABILITIES PY - 2002/05 SP - 134 p. AB - Current and proposed Americans with Disabilities Act (ADA) guidelines offer no specific guidance on acceptable maximum cross slopes where constraints of reconstruction prohibit meeting the 2% maximum cross-slope requirement for new construction. Two types of sidewalk test-section data across a sample of 50 individuals were collected, combined with an earlier sample of 17 records of participation, and analyzed here, with an emphasis on cross slopes. These examined heart-rate changes and user perception of discomfort levels, and they relied on a random-effects model and an ordered-probit model, respectively. Model estimates were used to deduce critical or unacceptable cross slopes for critical conditions and critical populations of persons with disabilities. Predicted values for the most severe or constrained cases ranged from 5.5% to 6% cross slope. These cases included 5% primary slope (main grade) and 45-ft long sections; and they were traversed by cane/crutch/brace and manual wheelchair users up to 80 years of age. When primary slopes were reduced to 0% in the perception estimates, the critical cross slopes for the critical case rose to 6%. For most other persons with disabilities, the critical cross slopes ranged from 6% to 9% or more. These values substantially exceed tentative design guidelines associated with the ADA for public sidewalks, which suggest a maximum cross slope of 2%. KW - Accessibility KW - Americans with Disabilities Act KW - Cross slope KW - Design KW - Persons with disabilities KW - Sidewalks UR - http://www.utexas.edu/research/ctr/pdf_reports/4171_1.pdf UR - https://trid.trb.org/view/696584 ER - TY - RPRT AN - 00970622 AU - Solaimanian, M AU - Kennedy, T W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PRECISION OF THE MOISTURE SUSCEPTIBILITY TEST METHOD TEX-531-C: RESEARCH REPORT PY - 2002/05 SP - 70 p. AB - Test Method Tex-531-C is the primary method of determining moisture damage susceptibility of hot mix asphalt in Texas. There are no known precision statements for this test method. Such a precision is required for reliable judgment of moisture susceptibility of the mixture. The repeatability and reproducibility of this test procedure were determined based on testing performed within a single laboratory and among several laboratories. This 10-month research began in August 1999 and was completed by June 2000. The limestone aggregates were treated with lime, as specified in the mix design, and the gravel aggregate was treated with a liquid antistripping agent. The mixtures with limestone aggregates had PG 64-22 binders while the gravel aggregate was mixed with a PG 70-22 binder according to the design procedure. Nine laboratories participated in the round-robin testing. On the average, the single-operator standard deviation of tensile strength for dry specimens was found to be 15 psi and that for moisture-conditioned specimens to be 12 psi. The reproducibility standard deviation of the tensile-strength ratio between different laboratories was found to be 10% on the average. The average coefficient of variation of the tensile-strength ratio was found to be approximately 8% for specimens compacted in one laboratory and tested in different laboratories. The average coefficient of variation of the tensile-strength ratio was found to be approximately 12% for specimens both compacted and tested in different laboratories. The differences noticed in the results from different laboratories could be influenced by many factors such as variability in compaction, conditioning, and indirect tensile testing. It is important to minimize the variability in these influencing factors in order to improve the precision of the test method. KW - Antistrip additives KW - Asphalt mixtures KW - Bituminous binders KW - Calcium oxide KW - Coefficient of variation KW - Compaction KW - Gravel KW - Hot mix asphalt KW - Laboratories KW - Laboratory tests KW - Limestone aggregates KW - Moisture susceptibility KW - Precision KW - Repeatability KW - Reproducibility KW - Specimens KW - Standard deviation KW - Stripping (Pavements) KW - Tensile strength UR - http://www.utexas.edu/research/ctr/pdf_reports/4909_1.pdf UR - https://trid.trb.org/view/696594 ER - TY - RPRT AN - 00970589 AU - Thompson, M K 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: LITERATURE REVIEW PY - 2002/05 SP - 116 p. AB - The findings of a literature review of topics related to the anchorage of headed reinforcement are presented. The topics are grouped in three broad categories: conventional anchorage of reinforcement, anchorage of headed reinforcement, and a review of strut-and-tie modeling (STM). The review of conventional anchorage focuses on the mechanics of bond and code provisions for development length. A review of hooked bar anchorage is also included. The review of headed reinforcement includes historical background, a survey of commercially available products, a summary of the published research on headed reinforcement and related topics such as deeply embedded anchor bolts and the bearing capacity of rigid plates, and a review of pertinent code provisions. The review of STM includes an historical background, an overview of the STM design process, a review of code provisions, and a summary of selected research. KW - Anchor bolts KW - Anchorages KW - Bearing capacity KW - Headed reinforcement KW - Literature reviews KW - Plates (Engineering) KW - Reinforcement (Engineering) KW - Strut and tie method UR - http://www.utexas.edu/research/ctr/pdf_reports/1855_1.pdf UR - https://trid.trb.org/view/696561 ER - TY - RPRT AN - 00960061 AU - McDaniel, R AU - Soleymani, H AU - Shah, A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF RECLAIMED ASPHALT PAVEMENT (RAP) UNDER SUPERPAVE SPECIFICATIONS: A REGIONAL POOLED FUND STUDY PY - 2002/05 SP - 79 p. AB - This regional pooled fund project was conducted to investigate the performance of Superpave asphalt mixtures incorporating Reclaimed Asphalt Pavement (RAP). This study was closely coordinated with a national study on the same topic [National Cooperative Highway Research Program (NCHRP) 9-12, Incorporation of Reclaimed Asphalt Pavement in the Superpave System]. Specifically, this regional project looked at typical materials from the North Central United States to determine if the findings of NCHRP 9-12 were valid for Midwestern materials and to expand the NCHRP findings to include higher RAP contents. Three RAP materials from Indiana, Michigan and Missouri were evaluated. Mixtures were designed and tested in the laboratory with each RAP, virgin binder and virgin aggregate at RAP contents up to 50%. The laboratory mixtures were compared to plant produced mixtures with the same materials at the medium RAP content of 15-25%. Binder and mixture tests were performed. Briefly, the results showed that mixtures with up to 50% RAP could be designed under Superpave, provided the RAP gradation and aggregate quality were sufficient. In some cases, the RAP aggregates limited the amount of RAP that could be included in a new mix design to meet the Superpave volumetric and compaction requirements. Linear binder blending charts were found to be appropriate in most cases. In general, increasing the RAP content of a mixture increased its stiffness and decreased its shear strain, indicating increased resistance to rutting. It is important to consider the RAP aggregate gradation and quality in the mix design, since a poor aggregate structure could reduce mixture stiffness and ultimately performance. Provided the RAP properties are properly accounted for in the material selection and mix design process, Superpave mixtures with RAP can perform very well. KW - Aggregate gradation KW - Asphalt mixtures KW - Asphalt pavements KW - Indiana KW - Laboratory tests KW - Mississippi KW - Missouri KW - Mix design KW - Quality control KW - RAP content KW - Recycled asphalt pavements KW - Recycled materials KW - Rutting KW - Shear strain KW - Specifications KW - Stiffness KW - Superpave UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1813&context=jtrp UR - https://trid.trb.org/view/659841 ER - TY - RPRT AN - 00941197 AU - Gucunski, N AU - Maher, A AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration TI - EVALUATION OF SEISMIC PAVEMENT ANALYZER FOR PAVEMENT CONDITION MONITORING PY - 2002/05 SP - 114 p. AB - The Seismic Pavement Analyzer (SPA) is a device for nondestructive evaluation of pavements. A major objective in the development of the SPA was to create a device that will allow measurement of onset of deterioration at early stages, and thus contribute to a more economic pavement management. Primary applications of the SPA include pavement profiling in terms of elastic moduli and layer thicknesses, detection of voids or loss of support under rigid pavements, delamination in rigid pavements and bridge decks, and subgrade evalulation. The SPA incorporates five seismic techniques for those purposes: ultrasonic body-wave, ultrasonic surface-wave, impact echo, impulse response (IR) and spectral analsyis of surface waves (SASW). This study examines the applicability of the SPA in pavement structural evaluation, detection of defects and distresses, and other uses relevant for pavement evaluation and condition monitoring. With respect to the equipment itself, the objectives were to examine the robustness and consistency of the SPA hardware and software, and the soundness of the seismic methods implemented in the device. A number of flexible and rigid pavements in New Jersey were tested, with specific attention given to pavement profiling and detection of voids or loss of support under rigid pavements. Use of the SPA in evaluation of joint load transfer in rigid pavements also was examined. The overall conclusion of the study is that the SPA is a well-designed automated data collection and analysis system for seismic testing of pavements. The five seismic techniques implemented in the SPA utilize sound physical phenomena of wave propagation in layered elastic systems. However, several data interpretation procedures, in particular those related to SASW and IR, have significant space for improvement. The strongest capability of the SPA is in evaluation of the properties of the paving layer, since those are being directly measured. The SPA hardware performed very well throughout the study, although a Windows platform would improve capabilities, versatility and user-friendliness of the SPA software. KW - Computers KW - Data collection KW - Delamination KW - Elasticity (Mechanics) KW - Flexible pavements KW - Inspection equipment KW - New Jersey KW - Nondestructive tests KW - Pavement distress KW - Pavement layers KW - Pavement management systems KW - Product development KW - Profilometers KW - Rigid pavements KW - Seismometers KW - Software KW - Spectral analysis of surface waves KW - Spectrum analysis KW - Structural deterioration and defects KW - Ultrasonic tests KW - Wave motion UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-012.pdf UR - https://trid.trb.org/view/642511 ER - TY - RPRT AN - 00941329 AU - Xi, Y AU - Xie, Z C AU - University of Colorado, Boulder AU - Colorado Department of Transportation AU - Federal Highway Administration TI - CORROSION EFFECTS OF MAGNESIUM CHLORIDE AND SODIUM CHLORIDE ON AUTOMOBILE COMPONENTS PY - 2002/05 SP - 89 p. AB - The project consisted of two phases. In the Phase I study, the relative corrosiveness of the two salts [magnesium chloride (MgCl2) and sodium chloride (NaCl)] were examined by SAE J2334 test and ASTM B117 test. In the Phase II study, SAE J2334 test and NACE TM-01-69 test (as modified by the Pacific North States) were applied. Representative metals examined in the project included stainless steel 410 and 304L, aluminum 2024 and 5086, coated automobile body sheets, copper wires, and mild steels. Experimental results of SAE J2334 test indicated that MgCl2 was more corrosive than NaCl to the bare metals tested. However, the experimental results of ASTM B117 test showed opposite conclusions. Because of the conflicting conclusions, further tests were conducted using NACE TM-01-69 (as modified by the Pacific Northwest States). Again, opposite conclusions were obtained from SAE J2334 and NACE TM-01-69 tests. In order to investigate the causes responsible for the inconsistency, the experimental conditions of both SAE J2334 and NACE TM-01-69 tests were modified and various modified modes of the two tests were conducted. It was found that the inconsistency in the test results was not a result of different chemical concentrations of chloride solution, different immersion times, testing periods, or testing temperatures. The inconsistency was attributed to the different moisture conditions and different properties of the two salts under high humidity environment. There are three basic moisture conditions in the three testing methods used in the project: dry, wet (saturated moisture), and dip (immersion). Since the MgCl2 solution has higher viscosity and stronger hydraphilicity than the NaCl solution, it is much easier for the MgCl2 solution to stick and crystallize on the surface of the metals under the dry condition, and then become solution on the metal surface under the wet condition. This dry-wet effect is responsible for the different corrosion behaviors of MgCl2 under different testing conditions. Therefore, depending on service conditions experienced by automobile components, MgCl2 is more corrosive than NaCl under humid environments, and NaCl is more corrosive under immersion and arid environments. This conclusion was obtained based on the experiments with the deicing salts used in the state of Colorado. Study findings resulted in specification changes for deicing chemicals used by the Colorado Department of Transportation (CDOT). The new specification on corrosiveness requires MgCl2 used by CDOT to be no more corrosive than NaCl on aluminum and stainless steel as tested by the NACE TM-01-69 method. KW - Automobiles KW - Colorado KW - Corrosion KW - Deicing chemicals KW - Environment KW - Humidity KW - Laboratory tests KW - Magnesium chloride KW - Sodium chloride KW - Specifications KW - Vehicle body components KW - Winter maintenance UR - http://www.dot.state.co.us/Publications/PDFFiles/MagAutoCor.pdf UR - https://trid.trb.org/view/642605 ER - TY - RPRT AN - 00941309 AU - Owen, S R AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ARIZONA INTELLIGENT VEHICLE RESEARCH PROGRAM - PHASE TWO: 2000-2001 PY - 2002/05 SP - 148 p. AB - This report documents Phase Two, the third full year of a continuing research program by the Arizona Department of Transportation (ADOT) to study vehicle and infrastructure-based Intelligent Transportation Systems technologies. Phase Two of Arizona's Intelligent Vehicle Research Program focused on the critical 2000-2001 winter season. Phase One of the research project was basically a partnership with California to test the Caltrans-PATH advanced snowplow in Arizona. One defining element of Phase Two was the search for a satisfactory new system that could be acquired by ADOT and installed on one of the State's snowplows for long-term testing. The final result of the search, in early 2001, was that the Arizona Transportation Research Center (ATRC) and the Flagstaff District concluded an agreement to purchase one of the 3M Company's Lane Awareness Systems, as well as five miles of 3M tape to guide the vehicle. The second major new factor in Phase Two of this research was the need for formal, unbiased reporting and analysis of the training and evaluation results for the 3M and Caltrans driver-assistance concepts. The ATRC therefore contracted with Northern Arizona University (NAU) in Flagstaff to monitor the training and testing, to survey stakeholders, to provide evaluation results, and to make recommendations for the future. The ADOT research also was independently supported by the 3M Company, through their own evaluation program contract with the University of Iowa. Despite their prior lack of mountain road snowplow expertise, the University of Iowa's driver surveys were of great benefit to ADOT, the ATRC and the NAU evaluation effort. This project faced a number of unexpected setbacks in the Phase Two winter of 2000-2001. Nevertheless, tests and training proceeded at Flagstaff with both systems. The project team developed creative solutions to many obstacles, and pushed ahead. As a result, a great deal was learned from Phase Two, as Arizona developed the first test program in the West with dedicated real-world high-altitude test sites for both the Caltrans and the 3M systems, only 30 miles apart. KW - Automatic steering control KW - Crash avoidance systems KW - Driver support systems KW - Evaluation and assessment KW - Human machine systems KW - Intelligent vehicles KW - Magnetic detectors KW - Position indicators KW - Snowplows KW - Training KW - Winter maintenance UR - http://azmemory.azlibrary.gov/cdm/compoundobject/collection/statepubs/id/10407/rec/2 UR - https://trid.trb.org/view/642585 ER - TY - RPRT AN - 00940835 AU - Noyce, D A AU - Dharmaraju, R AU - University of Massachusetts, Amherst AU - Massachusetts Highway Department AU - Federal Highway Administration TI - AN EVALUATION OF TECHNOLOGIES FOR AUTOMATED DETECTION AND CLASSIFICATION OF PEDESTRIANS AND BICYCLISTS PY - 2002/05 SP - 58 p. AB - A study of automated detection technologies was undertaken as part of the Massachusetts Highway Department (MassHighway) Research Program. The objective of this research was to identify and evaluate existing technologies that may accurately and efficiently detect, count, and classify non-motorized modes of transportation (i.e., pedestrians and bicyclists). In addition to accuracy and efficiency, other criteria considered included: applicability to both on-road and off-road locations; flexibility in detecting and classifying non-motorized activity under multiple conditions; portability; and cost effectiveness. The research process began by identifying detection technologies currently used in the transportation industry. Microwave, ultrasonic, acoustic, video image processing, piezoelectric, passive infrared, active infrared, magnetic, and traditional (inductive loops and pneumatic traffic classifiers) were considered. The research team selected active infrared for further analysis. An Autosense II Active Infrared Imaging sensor was purchased and evaluated. The experiment was conducted during the summer and fall of 2001. The Autosense II device was frame-mounted 18 feet above the selected observation location and connected to a desktop computer. Data consisted of the manually collected trail user volumes, separated into pedestrian and bicyclist volumes, and the detection and classification data from Autosense II. The data obtained from Autosense II were compared with the manual counts to evaluate the performance of the device in detection and classification. The results showed that Autosense II was very effective in both detection and classification of bicyclists and the detection of pedestrians. Ninety-seven percent of the bicyclists observed were accurately detected. Classification of bicyclists was less accurate as on 77% of the bicyclists detected were classified (as motorcycles). Ninety-two percent of pedestrians observed were successfully detected; however, no pedestrians were classified correctly since the algorithms were not designed for this function. Nevertheless, nearly all observations classified as "unknown" were pedestrians. The results of this research indicate that none of the market-available intelligent transportation systems (ITS) devices are effective at both pedestrian and bicyclist detection and classification. Nevertheless, active infrared is a technology with the capability of pedestrian and bicycle detection and classification with some modifications. KW - Active infrared KW - Autosense II KW - Classification KW - Cyclists KW - Detection and identification KW - Evaluation KW - Infrared detectors KW - Intelligent transportation systems KW - Pedestrians KW - Technology UR - https://trid.trb.org/view/731503 ER - TY - RPRT AN - 00939705 AU - Vance, R J AU - El-Gindy, M AU - Hoskins, A H AU - Hiller, N J AU - Tallon, R A AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - SIMULATOR TRAINING EVALUATION PROGRAM PY - 2002/05 SP - 133 p. AB - The objective of this study was to conduct a review of simulator use and utility for driver training and to provide targeted recommendations on how to use the Penn State Truck Driving Simulator (PTDS) (or any motion-based truck simulator) in Pennsylvania Department of Transportation (PENNDOT) driver training programs. The study also reviewed PENNDOT's current training procedures for high-center-of-gravity trucks, including snowplows, and the feasibility of teaching a short course in vehicle dynamics to improve driver knowledge in combination with using the truck driving simulator. The possibility of upgrading the PTDS to enable the simulation of snowplowing operations was investigated. The study includes issues related to development of software for the PTDS needed to accomplish these goals. The availability of existing software for simulating snowplowing is presented with specific contact information given for FAAC Inc., the only company identified with working knowledge and simulations of snowplowing operations. Minimum requirements for real-time simulation equipment are presented. The overall purpose of the Simulator Training Evaluation Program (STEP) was to assess the potential of a driving simulator to improve targeted vehicle operation skills of PENNDOT equipment operators. There are several advantages in using simulators (versus actual equipment) to teach and enhance driving skills, including cost and time efficiency, safety, and the ability to teach skills involving situational conditions (e.g., snow, traffic) that are difficult or impossible to control in actual driving. Task 4 of this study was designed to address fundamental questions about simulator use. KW - Curricula KW - Driver training KW - Driving simulators KW - Knowledge KW - Motor skills KW - Operators (Persons) KW - Pennsylvania KW - Snowplows KW - Software KW - Truck drivers KW - Trucks KW - Vehicle dynamics UR - https://trid.trb.org/view/731158 ER - TY - RPRT AN - 00933793 AU - Kowalsky, M J AU - Zia, P AU - Wagner, M C AU - Warren, B A 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 RALEIGH, NC PY - 2002/05 SP - 140 p. AB - High performance concrete (HPC) with higher compressive strength (in the range of 8,000 to 10,000 psi) and increased durability is rapidly gaining acceptance for bridge construction. The goal of this project was to implement and demonstrate the economic benefits of the HPC technology in bridge design and construction in North Carolina, thereby providing a greater value to the public. Specifically, the project monitored the production of HPC in typical plant and field conditions, confirmed the feasibility of producing HPC bridge girders and decks, and validated the expected behavior of bridge superstructures built with HPC girders and decks. KW - Bridge decks KW - Bridge design KW - Bridge superstructures KW - CD-ROM KW - Compressive strength KW - Durability KW - Economic benefits KW - Girders KW - High performance concrete KW - North Carolina KW - Prestressed concrete bridges UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/1997-08FinalReport.pdf UR - https://trid.trb.org/view/724890 ER - TY - RPRT AN - 00933785 AU - Sehn, A L AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PORTLAND CEMENT CONCRETES CONTAINING GROUND GRANULATED BLAST FURNACE SLAG PY - 2002/05 SP - 176 p. AB - A two-part laboratory experimental program was conducted to evaluate strength and durability of various concrete mix designs. In Part I of the study, the influence of using grade 120 ground granulated blast furnace slag (GGBFS) on the strength and durability properties of concrete was evaluated. GGBFS was used to replace portland cement at replacement rates ranging from 0 to 75%. Other test variables included the use of cements with different alkali contents, fly ash, silica fume, and Type K cement. Strength testing included compressive strength, flexural strength, and splitting tensile strength. Durability testing included freeze-thaw resistance, shrinkage testing, rapid chloride ion penetration testing, and abrasion resistance testing. Based on the test results, the addition of GGBFS at rates as high as 55% of the total cementitious material resulted in strengths that, after 14 days, equaled or exceeded those of the baseline concrete mix. The incorporation of GGBFS in the concrete mix significantly improved the resistance to chloride ion penetration. In Part II of the study, the influence of coarse aggregate size on the strength and durability of the Ohio Department of Transportation (ODOT) Class C mix designs was evaluated. Coarse aggregate sizes included #57, #467, and #357. The ODOT high performance concrete mix designs were also included in the study. Test results are presented in tabular and graphical formats. KW - Abrasion resistance KW - Aggregate gradation KW - Alkali KW - Chlorides KW - Coarse aggregates KW - Compressive strength KW - Flexural strength KW - Fly ash KW - Freeze thaw durability KW - Granulated slag KW - Graphs KW - High performance concrete KW - Laboratory tests KW - Mix design KW - Permeability KW - Portland cement concrete KW - Shrinkage KW - Silica fume KW - Tables (Data) KW - Tensile strength UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A50863319 UR - https://trid.trb.org/view/724881 ER - TY - RPRT AN - 00929265 AU - Karhu, R AU - Anderson, S AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF HIGH TENSILE ELECTRIC FENCE DESIGNS ON BIG GAME MOVEMENTS AND LIVESTOCK CONTAINMENT PY - 2002/05 SP - 32 p. AB - This project used infrared activated video to evaluate the effects of 2-, 3-, and 4-wire electric fence designs on elk, mule deer, and pronghorn antelope movements. In addition, electric fences were tested for their effectiveness at containing cattle and bison. Two-wire fence consisted of a ground wire at 20 in. and a hot wire at 30 in. with fiberglass posts spaced 60 ft apart. Post spacing and the use of stays varied between location for 3-wire designs, but wire spacing of 22, 32, and 42 in. and a hot, ground, hot wire configuration remained constant. Four-wire fence consisted of hot wires at 22, 32, and 52 in. and a ground wire at 42 in. with fiberglass posts spaced approximately every 50 ft. All three wildlife species were physically capable of traversing all three fence designs, however difficulty varied between species and design. Four-wire fences were relatively easy for mule deer and pronghorn to traverse, but were difficult and potentially hazardous for elk to traverse. None of the designs appeared to seriously impede mule deer movements. Electric shock did not appear to be a factor affecting the reaction of elk, mule deer, or pronghorn to electric fences that carried a charge of 0.5-4.5 J. The report provides specific fence design and construction recommendations as well as a construction and maintenance cost comparison between 3-wire electric fence and the Wyoming Department of Transportation, 4-wire Type F barbed fence. Of the designs examined in this study, a 3-wire electric fence is the best design to meet the goals of both livestock producer (cattle and bison) and the wildlife manager. KW - Construction and maintenance KW - Costs KW - Design KW - Electric fences KW - Fences KW - Livestock KW - Livestock containment KW - Recommendations KW - Wildlife KW - Wyoming UR - https://trid.trb.org/view/719129 ER - TY - RPRT AN - 00929188 AU - Long, G AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - CLEARANCE TIME REQUIREMENTS AT RAILROAD-PREEMPTED TRAFFIC SIGNALS PY - 2002/05 SP - 75 p. AB - Traffic signals near railroad grade crossings that have active warning systems are normally interconnected and receive a signal from the railroad track circuitry when trains are approaching. This train approach signal is utilized by the traffic signal to interrupt and preempt its normal phasing and enter into higher priority special phasings to clear the track of any vehicles that might be in the pathway of a train, and then proceed with signal phases which do not allow traffic movements to approach the track until after the train has passed. The amount of preemption time needed to clear a vehicle from the pathway of a train is necessary information for preemption signal settings but there are no definitive guidelines on how to determine this amount of time. It is usually left to the judgment of the signal engineer, and frequently unfounded assumptions are required. This study investigated the time required to clear the nth vehicle in a queue off a track at railroad-preempted traffic signals. The two key time components are startup delay and repositioning time. It was found that queues where all preceding vehicles are short passenger cars cause the longest startup delays, and heavy trucks compel the longest repositioning times. The model developed is convenient because once it is decided that preemption is needed, it does not need traffic volumes or the distribution of vehicle types or estimates of average vehicle spacings including trucks, just the minimum track clearance distance, clear storage distance, and the types of vehicles which are permitted to use the roadway. KW - Clearance interval (Traffic signal cycle) KW - Railroad grade crossings KW - Repositioning time KW - Startup delay KW - Time duration KW - Traffic signal preemption UR - https://trid.trb.org/view/719090 ER - TY - RPRT AN - 00929187 AU - Gribble, R P AU - Battelle Marine Sciences Laboratory AU - Washington State Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN AUTOMATED DEER DETECTOR PY - 2002/05 SP - 49 p. AB - Battelle Marine Sciences Laboratory was tasked with the design and fabrication of a deer detector system that would consist of a beam of energy emitted from an emitter that would be received by a detector placed at a maximum distance of 1000 ft along the side of the road. The height of the beam above the ground needed to be approximately 3 ft, and there needed to be a clear line of sight between the emitter and the detector. The distance from the side of the roadway and the type of posts used were to be specified by the Washington State Department of Transportation. A Family Radio Service radio communication system would relay an alarm signal to a traffic warning sign also placed along the side of the roadway. The system needed to be battery powered and capable of being charged by solar power. It also needed to be robust and operate under most all anticipated weather conditions. Commercial availability and low cost were of prime importance. Such a system was constructed and tested. This single channel system was set up on a test range on Battelle property to determine the correct configuration to be used, and the range, detection sensitivity, weather effects, and robustness were tested. The system ran continuously for a period of approximately 1 month in rainfall up to 0.5 in./hr and light fog without failure. The system underwent modifications to correct problems encountered during the test period. The system was reinstalled on the test range and has now been operating continuously without failure for 4 months. KW - Automatic control KW - Costs KW - Deer KW - Detectors KW - Performance KW - Prototype tests KW - Solar power generation KW - Warning signs KW - Weather conditions UR - http://ntl.bts.gov/lib/19000/19700/19756/PB2003100199.pdf UR - https://trid.trb.org/view/719089 ER - TY - RPRT AN - 00929178 AU - Dailey, Donald J AU - Meyers, D AU - Pond, L AU - Guiberson, K AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - TRAFFIC DATA ACQUISITION AND DISTRIBUTION (TDAD) PY - 2002/05 SP - 73 p. AB - The wide variety of remote sensors used in Intelligent Transportation System (ITS) applications (loops, probe vehicles, radar, cameras, etc.) has created a need for general methods by which data can be shared among agencies and users who own disparate computer systems. In this report, the authors present a methodology that demonstrates that it is possible to create, encode, and decode a self-describing data stream using the following: (1) existing data description language standards; (2) parsers to enforce language compliance; (3) a simple content language that flows out of the data description language; and (4) architecture neutral encoders and decoders based on ASN.1. KW - Data collection KW - Data sharing KW - Decoding KW - Encoding KW - Self describing data KW - Standards KW - Traffic data UR - http://depts.washington.edu/trac/bulkdisk/pdf/484.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/484.1.pdf UR - https://trid.trb.org/view/719081 ER - TY - RPRT AN - 00929154 AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - FREIGHT COMPONENT: ARKANSAS' STATEWIDE LONG-RANGE INTERMODAL TRANSPORTATION PLAN PY - 2002/05 SP - v.p. AB - This report, an assessment of Arkansas' freight transportation system, is divided into four sections: (I) Arkansas' Existing Freight Transportation System; (II) Major Freight Corridors and Intermodal Freight Facilities; (III) Market Areas and Shipping Patterns; and (IV) Freight Transportation Issues, Funding Options, and Development Strategies. The two primary objectives of the study were to identify key factors for developing Arkansas' freight transportation modes and intermodal services, and to determine the most pressing issues facing the freight system. KW - Air cargo KW - Arkansas KW - Development KW - Evaluation and assessment KW - Financing KW - Freight transportation KW - Intermodal facilities KW - Intermodal services KW - Intermodal transportation KW - Long range planning KW - Markets KW - Pipeline transportation KW - Railroads KW - Shipping patterns KW - Transportation corridors KW - Trucking KW - Water transportation UR - https://trid.trb.org/view/719839 ER - TY - JOUR AN - 00927969 JO - Public Roads PB - Federal Highway Administration AU - Schweppe, E AU - Federal Highway Administration TI - DO BETTER ROADS MEAN MORE JOBS? PY - 2002/05 VL - 65 IS - 6 SP - p. 19-22 AB - The economic benefits of highway improvements have long been a subject of debate. Proponents of highway investment point to such expected paybacks as job creation, income growth, and business expansion. Opponents argue that new roads merely increase traffic to the detriment of the environment and redistribute jobs without creating net economic benefit. The Federal Highway Administration (FHWA) is currently working on several fronts to develop information that the transportation community can use to make better decisions on highway projects aimed at economic expansion. This article discusses some of these FHWA efforts including before-and-after studies of projects to determine the effect of highway improvements on local economies, as well as prospective studies to find out what motivates sponsors of highway projects. KW - Economic benefits KW - Economic development KW - Economic impacts KW - Highway planning KW - Highway transportation KW - Improvements KW - Job opportunities KW - Road construction KW - Traffic congestion KW - Transportation policy KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02may/04.cfm UR - https://trid.trb.org/view/721741 ER - TY - JOUR AN - 00927971 JO - Public Roads PB - Federal Highway Administration AU - McDaniel, R E AU - Federal Highway Administration TI - SEE IT BEFORE IT'S BUILT PY - 2002/05 VL - 65 IS - 6 SP - p. 28-31 AB - This article provides an overview of design visualization (DV) technology, an innovative technique that allows engineers to depict how facilities like bridges, roadways, sidewalks, and buildings will look after they are completed. The DV images can be displayed on computer screens or in large, high-resolution color photographs. To do this, a photograph of the construction location must be matched with a 3-D computer-generated model of the proposed design. A composite view of the proposed highway facility superimposed on the photograph of the construction location emerges from this process. DV can be used for any aspect of roadway design, including construction of new bridges and roadways and modification of those facilities. KW - Bridge design KW - Bridge engineering KW - Design engineering KW - Design practices KW - Highway design KW - Highway engineering KW - Highway transportation KW - Simulation KW - Structural engineering KW - Visualization UR - http://www.fhwa.dot.gov/publications/publicroads/02may/06.cfm UR - https://trid.trb.org/view/721743 ER - TY - JOUR AN - 00927973 JO - Public Roads PB - Federal Highway Administration AU - Hoffman, G AU - Federal Highway Administration TI - BENEFITTING FROM LTPP--A STATE'S PERSPECTIVE PY - 2002/05 VL - 65 IS - 6 SP - p. 47-50 AB - For more than a decade, the U.S. Federal Government, the States, and Canadian provinces have invested in the Long-Term Pavement Performance Program (LTPP), a 20-year pavement research project. During its first 10 years, LTPP gathered, processed, and analyzed data describing the structure, service conditions, and performance of more than 2,500 pavement test sections in North America. This article provides a discussion of the values and benefits of LTPP to date from the perspective of the author's experience with the Program in the state of Pennsylvania. KW - Falling weight deflectometers KW - Highway transportation KW - Long-Term Pavement Performance Program KW - Overlays (Pavements) KW - Pavement design KW - Pavement performance KW - Pavements KW - Pennsylvania KW - Rehabilitation (Maintenance) UR - http://www.fhwa.dot.gov/publications/publicroads/02may/09.cfm UR - https://trid.trb.org/view/721745 ER - TY - JOUR AN - 00927970 JO - Public Roads PB - Federal Highway Administration AU - Heller, M AU - Humphrey, T F AU - Jones, W AU - NELSON, P AU - Paniati, J AU - Federal Highway Administration TI - EXCITING OPPORTUNITY FOR ITS WORK PY - 2002/05 VL - 65 IS - 6 SP - p. 23-27 AB - This article discusses a new National Science Foundation and U.S. Department of Transportation partnership that offers grants for innovative, long-term, basic transportation research on Intelligent Transportation Systems (ITS). Nine grants have been awarded to date in conjunction with this partnership. These grants, relating to a variety of ITS applications, are listed and their basic research aims are described. KW - Highway transportation KW - Intelligent transportation systems KW - National Science Foundation KW - Partnerships KW - Research and educational facilities KW - Technological innovations KW - U.S. Department of Transportation KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02may/05.cfm UR - https://trid.trb.org/view/721742 ER - TY - JOUR AN - 00927972 JO - Public Roads PB - Federal Highway Administration AU - Hasson, P AU - Lutkevich, P AU - Federal Highway Administration TI - ROADWAY LIGHTING REVISITED PY - 2002/05 VL - 65 IS - 6 SP - p. 32-36 AB - The costs of nighttime crashes are high, both monetarily and in human lives lost. Even though only 25% of vehicle-miles traveled occur at night, nearly 50% of fatalities occur during the evening and nighttime hours. This article discusses strategies designed to help bring down the number of highway crashes at night, focusing on some of the newest international approaches and recommendations to help reduce fatalities related to poor nighttime visibility on roads and highways. KW - Fatalities KW - Highway safety KW - Highway transportation KW - Human factors in crashes KW - Night visibility KW - Nighttime crashes KW - Street lighting KW - Traffic crashes UR - http://www.fhwa.dot.gov/publications/publicroads/02may/07.cfm UR - https://trid.trb.org/view/721744 ER - TY - JOUR AN - 00927966 JO - Public Roads PB - Federal Highway Administration AU - Hansen, A AU - Federal Highway Administration TI - ARIZONA TACKLES WORK ZONE DELAYS PY - 2002/05 VL - 65 IS - 6 SP - p. 2-5 AB - This article provides some insights and potential solutions for highway agencies having difficulties minimizing traffic delays during construction projects. Two innovative programs developed by the Arizona Department of Transportation (ADOT), a motorist assist patrol and a travel-time incentive program, are introduced. These programs are used by ADOT to minimize motorist delays while reconstructing a 13-mile section of State Route 68, a rural corridor that cuts through high-desert landscape and the Black Mountains and is considered to be a major commuter route serving motorists traveling between Kingman and Bullhead City. Benefits-to-date of both programs are outlined and discussed. KW - Arizona KW - Arizona Department of Transportation KW - Highway transportation KW - Motorist aid systems KW - Road construction KW - Rural highways KW - State highways KW - Traffic congestion KW - Traffic delays KW - Traffic engineering KW - Traffic mitigation KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/publicroads/02may/01.cfm UR - https://trid.trb.org/view/721738 ER - TY - JOUR AN - 00927967 JO - Public Roads PB - Federal Highway Administration AU - Moler, S AU - Federal Highway Administration TI - A HALLMARK OF CONTEXT-SENSITIVE DESIGN PY - 2002/05 VL - 65 IS - 6 SP - p. 6-13 AB - In western Montana, the 56-mile stretch of U.S. Route 93 from Evaro to Polson is a rural 2-lane road considered to be a vital link between Interstate 90 and premier recreational sites at Flathead Lake and Glacier National Park. However, increased traffic volume, combined with an absence of passing and turning lanes and adequate shoulders, produced one of Montana's most dangerous roadways. This article provides an overview of a $120 million upgrade for the Evaro-to-Polson section of U.S. 93 that is expected to improve the highway's safety and performance significantly while minimizing environmental impacts and respecting Native American culture. KW - Environmental impacts KW - High risk locations KW - Highway design KW - Highway engineering KW - Highway planning KW - Highway safety KW - Highway transportation KW - Improvements KW - Montana KW - Rural highways KW - Scenic highways KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/publicroads/02may/02.cfm UR - https://trid.trb.org/view/721739 ER - TY - RPRT AN - 00928049 AU - Rotter, N G AU - McKnight, C AU - New Jersey Institute of Technology, Newark AU - City College of New York of the City University of New York AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - MATURE DRIVERS: SAFETY AND MOBILITY ISSUES PY - 2002/05 SP - 118 p. AB - To answer the question of whether New Jersey's mature drivers present an increased risk of injury and fatalities to themselves and others, analyses of accident and violation records were performed. A survey was also conducted of a sample of State Departments of Motor Vehicles regarding licensing of mature drivers. The data analyses showed that New Jersey's older drivers, similar to those in other states, are involved in fewer crashes when compared to other age groups. Their rate of crash involvement per population also decreases. For crash involvements per licensed driver, we found a similar pattern of decrease with age until the drivers reached their mid-nineties. Then the trend showed an increase. Mature drivers have accidents in different places and times than do younger drivers and may be less safe than middle-aged drivers. If there is a risk posed, the risk is to older drivers themselves since a greater percentage of their crashes result in fatalities than do other age groups. But as a group, mature drivers are involved in few accidents and fewer fatal accidents than younger drivers. Of states responding to the survey, six reported some type of age-related provision in the licensing law. The variety of provisions included: reducing the renewal cycle period, no mail renewal after a certain age, eligibility to be selected for a sample of drivers requiring medical examination, and the need to be re-tested on knowledge and road skills. Most interestingly, states frequently reported use of medical review as a basis for restricting or suspending the license of elderly drivers. KW - Aged drivers KW - Crash rates KW - Crash records KW - Driver licensing KW - Fatalities KW - Highway safety KW - Injuries KW - Medical examinations and tests KW - Mobility KW - New Jersey KW - Risk assessment KW - State departments of motor vehicles KW - Surveys KW - Suspensions KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/718761 ER - TY - RPRT AN - 00928042 AU - French, L J AU - Eck, R W AU - Clawson, A L AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF DESIGN VEHICLES AND CHARACTERISTICS FOR THE HANGUP PROBLEM PY - 2002/05 SP - 131 p. AB - The overall goal of this project was to develop design vehicles for use in evaluating the operation of low-ground-clearance, long wheelbase/overhang vehicles on extreme hump or sag profile alignments. The literature review indicated that while formal studies had been conducted to develop design vehicles, these vehicles did not include the information needed to assess hang-up susceptibility on a particular vertical alignment. In this study, relevant design vehicle dimensions for 17 hang-up prone vehicle types were developed. Relevant dimensions included wheelbase, ground clearance, and front and rear overhang. Results are presented in a format similar to that used to present design vehicle characteristics in the AASHTO design policy, i.e., both tabular and graphical form. These vehicles can be used in conjunction with the HANGUP software or other tools in designing vertical alignments that reduce the likelihood of hang-up problems. Since they are based on representative samples of both field-collected and manufacturers' data and have been evaluated using the HANGUP software, the researchers conclude that the design vehicles are reasonable and have a rational basis. The proposed vehicles should receive broad review with an eye toward inclusion in appropriate design policies and guidelines. KW - Design vehicles KW - Driveways KW - Ground clearance KW - Highway design KW - Railroad grade crossings KW - Vertical alignment KW - Wheel base UR - http://ntl.bts.gov/lib/19000/19400/19491/PB2002107335.pdf UR - https://trid.trb.org/view/718754 ER - TY - RPRT AN - 00928033 AU - Roque, R AU - Birgisson, B AU - Zhang, Z AU - Sangpetngam, B AU - Grant, T AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF SHRP INDIRECT TENSION TESTER TO MITIGATE CRACKING IN ASPHALT PAVEMENTS AND OVERLAYS PY - 2002/05 SP - 227 p. AB - This research project focused on the following goals: (1) Use the Superpave Indirect Tension Tester (IDT) to achieve a better understanding of how cracks initiate and propagate in asphalt mixtures - this required the development of testing and data reduction procedures and software to determine fracture resistance from Superpave IDT tests; (2) Based on this understanding, identify the key mixture properties that are necessary to control cracking performance of mixtures and pavements; (3) Develop a framework and/or model for using these properties to evaluate the cracking performance of mixtures and a framework for an asphalt mixture specification based on these same properties; and (4) Provide recommendations for the development of asphalt mixture specification criteria. It was determined that only five mixture properties, which are easily obtained from the Superpave IDT, are needed to control the cracking performance of asphalt mixtures subjected to any loading condition: (1) the m-value, which was determined to be directly related to the rate of microcrack development in asphalt mixtures; (2) the dissipated creep strain energy to fracture (DCSEf), which was determined to be the threshold energy above which macrocracks develop under repeated loading conditions; (3) the total energy to fracture, which was determined to be the threshold energy above which macrocracks will develop under a single critical load; (4) the resilient modulus, which affects the stress level for a given load and pavement structure and is needed to determine DCSEf; and (5) the creep compliance, which affects the thermal stress level for a given cooling condition. Testing and data reduction procedures and software were developed to determine these properties simply and reliably using the Superpave IDT. It was also determined that the rate of micro-damage healing may play a role in cracking performance, and that its significance and measurement should be the subject of future research. In addition, a fundamental crack initiation and growth law that can predict the cracking performance of asphalt mixtures subjected to any generalized loading condition was developed and evaluated. The test procedures and crack growth law developed in this study provide the Florida Department of Transportation (FDOT), as well as the pavement community in general, with the tools needed to design and specify asphalt mixtures and pavements that resist cracking. It was recommended that FDOT now proceed with the development of mixture and pavement design guidelines and specifications based on these tools. KW - Asphalt mixtures KW - Crack initiation KW - Crack propagation KW - Cracking KW - Creep properties KW - Data reduction KW - Fracture mechanics KW - Indirect tension tester KW - Macrocracking KW - Microcracking KW - Modulus of resilience KW - Software KW - Specifications KW - Strategic Highway Research Program KW - Superpave KW - Test procedures UR - https://trid.trb.org/view/718746 ER - TY - RPRT AN - 00925988 AU - Ferreri, J AU - Peltier, J AU - Knupp and Watson, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - DMV IMPACT ON HIGHWAY SAFETY OF MULTIPLE ADMINISTRATIVE DRIVER LICENSE WITHDRAWAL SYSTEMS RESEARCH PY - 2002/05 SP - 35 p. AB - Knowledge/understanding of the Points System/Administrative Withdrawal System is relatively low. The understanding of the Points System by Wisconsin drivers seems to be on par with drivers' knowledge of the Points Systems in their respective states. A high percentage of people drive after their operating privileges are suspended or revoked (probably more than 70%). They indicate that a need to get to work is the greatest cause for driving after withdrawal. More people know about the Points System than the Habitual Traffic Offender (HTO) System. Is the knowledge of the Points System sufficient to be a deterrent to risky driving behaviors? HTOs are a problem, and many experts are resigned to the belief that solutions might be difficult, if not impossible to find. Most HTOs often don't think of the consequences of their behaviors, and the awareness of the possibility of a five-year revocation for HTOs may be limited to those who have actually experienced the process. Is the knowledge of the HTO system sufficient to be a deterrent to risky driving behaviors? The cost of insurance may be a deterrent to risky driving behaviors, and there is increasing support for counting out-of-state violations in Wisconsin's Administrative Withdrawal System. There is also increasing support for Graduated Driver Licensing programs. Solid support also exists for having mandated penalties, or at a minimum, imposing penalties that are not open to too much creative interpretation. Progressive penalties have solid support, with special attention given to fines and jail time. (The study does not indicate if these progressive penalties would exceed what is already mandated in Wisconsin for more dangerous driving behaviors.) KW - Confiscation KW - Costs KW - Deterrents KW - Driver licenses KW - Driving without a license KW - Graduated licensing KW - High risk drivers KW - Highway safety KW - Insurance KW - Penalties KW - Point demerit systems KW - Repeat offenders KW - Revocation KW - Suspensions KW - Traffic violators KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/01-08driver-f.pdf UR - http://ntl.bts.gov/lib/19000/19700/19790/PB2003100437.pdf UR - https://trid.trb.org/view/718153 ER - TY - RPRT AN - 00925979 AU - Cottrell, B H AU - Arnold, E D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE VIRGINIA DEPARTMENT OF TRANSPORTATION'S RESIDENTIAL TRAFFIC CALMING GUIDE PY - 2002/05 SP - 92 p. AB - The purpose of this research was to evaluate the Virginia Department of Transportation's (VDOT's) "Residential Traffic Calming Guide." A 2-year pilot program served as a means to evaluate the Guide. The results of the evaluation enabled VDOT to strengthen its Guide based, to a large extent, on the lessons learned in the pilot program and to prepare for effective statewide implementation of this customer service-oriented program. This report documents the activities of the pilot program and VDOT's Residential Traffic Calming Committee, which administered the program. Numerous conclusions were drawn by the researchers based on specific experiences during the pilot program. The conclusions ranged from the usefulness of specific elements of the Guide, actions that worked well for a particular county, the description of side effects from having the pilot program in place, lessons learned from specific traffic calming projects, and a list of other activities that have occurred under the moniker of traffic calming. The recommended changes to the Guide that were identified during this effort and incorporated in the latest version of the Guide are described. An implementation plan outlines a suggested approach to transition from a pilot to a statewide program. The plan emphasizes the Guide as a component of a residential traffic management program. KW - Evaluation and assessment KW - Guidelines KW - Implementation KW - Pilot studies KW - Residential areas KW - Traffic calming KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r15.pdf UR - http://ntl.bts.gov/lib/19000/19400/19488/PB2002107332.pdf UR - https://trid.trb.org/view/718144 ER - TY - RPRT AN - 00925978 AU - Garber, N J AU - Zhao, M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CRASH CHARACTERISTICS AT WORK ZONES PY - 2002/05 SP - 37 p. AB - Work zones tend to cause hazardous conditions for drivers and construction workers since they generate conflicts between construction activities and traffic. A clear understanding of the characteristics of work zone crashes will enhance the selection of the appropriate measures that can minimize the negative impacts of work zones. This study investigated the characteristics of work zone crashes that occurred in Virginia between 1996 and 1999. The information on each crash was obtained from the police crash record. The location of each crash was categorized as being in one of the five areas of a typical work zone: advance warning area, transition area, longitudinal buffer area, activity area, and termination area. An analysis of the percentage distributions was then carried out with respect to area in work zone, severity, type of collision, and type of highway. The proportionality test was used to determine significant differences at the 5% significance level. Selected crash characteristics, such as the proportions of single- and multi-vehicle crashes, were compared for work zone and non-work zone crashes. The results indicated that the activity area was the predominant location for work zone crashes regardless of highway type and that rear-end crashes were the predominant type of crash. The results also indicated that the proportion of sideswipe same direction crashes in the transition area was significantly higher than in the advance warning area and that work zone crashes involved a higher proportion of multi-vehicle crashes and fatal crashes than did non-work zone crashes. KW - Crash locations KW - Crash records KW - Crash severity KW - Crash types KW - Fatalities KW - Highway classification KW - Multiple vehicle crashes KW - Rear end crashes KW - Side crashes KW - Traffic crashes KW - Virginia KW - Work zones UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r12.pdf UR - http://ntl.bts.gov/lib/19000/19400/19414/PB2002106759.pdf UR - http://ntl.bts.gov/lib/38000/38500/38520/02-r12.pdf UR - https://trid.trb.org/view/718143 ER - TY - RPRT AN - 00924874 AU - Soltesz, S AU - Oregon Department of Transportation AU - Federal Highway Administration TI - STRAIN MONITORING FOR HORSETAILS FALLS AND SYLVAN BRIDGES PY - 2002/05 SP - 56 p. AB - Fiber optic sensors were installed on two reinforced concrete bridges that had been strengthened with fiber reinforced polymer composites. The primary objective for one of the bridges was to provide strain data to verify a computer model for the bridge developed under a separate project. A second objective was to evaluate the effect of fiber reinforced polymer composite reinforcement on bridge response. Unfortunately, usable strain data were not acquired prior to retrofit for either bridge to meet the second objective. This report summarizes the procedures used to install and monitor the sensors and the strain results after the composite retrofit. KW - Composite materials KW - Fiber optics KW - Fiber reinforced concrete KW - Monitoring KW - Polymers KW - Reinforced concrete bridges KW - Sensors KW - Strain (Mechanics) UR - http://ntl.bts.gov/lib/19000/19400/19468/PB2002107270.pdf UR - http://ntl.bts.gov/lib/19000/19400/19487/PB2002107331.pdf UR - http://ntl.bts.gov/lib/200207/15cb006.pdf UR - https://trid.trb.org/view/707955 ER - TY - RPRT AN - 00931001 AU - Hu, Ping AU - Boundy, B AU - Truett, T AU - Chang, E AU - Gordon, S AU - Federal Highway Administration AU - Federal Transit Administration AU - Oak Ridge National Laboratory TI - CROSS-CUTTING STUDIES AND STATE-OF-THE-PRACTICE REVIEWS: ARCHIVE AND USE OF ITS-GENERATED DATA PY - 2002/04/30 SP - 194 p. AB - Intelligent Transportation Systems (ITS) provide and use information about transportation conditions to improve system performance in such areas as safety, mobility, efficiency and environmental impacts. The increasing deployment of ITS and the amount and variety of ITS-generated data throughout the nation also offer great potential for longer-term transportation planning. Some types of ITS-generated data offer the potential for new and extended applications in longer-term planning areas. Archived ITS-generated data can provide a valuable resource for such longer-term uses. Therefore, the Archived Data User Service (ADUS) was incorporated into the National ITS Architecture in September 1999 to help realize the potential usefulness of ITS data. Specifically, ADUS refers to data generated from any one of the nine components that make up the ITS infrastructure: (1) freeway management, (2) incident management, (3) arterial management, (4) electronic fare payment, (5) electronic toll collection, (6) transit management, (7) highway-rail intersection, (8) emergency management, and (9) multimodal traveler information. KW - Archived data user services KW - Archives KW - Arterial highways KW - Automated toll collection KW - Electronic equipment KW - Emergencies KW - Environmental impacts KW - Fares KW - Freeway management systems KW - Incident management KW - Intelligent transportation systems KW - Management KW - Mobility KW - Multimodal transportation KW - Payment KW - Public transit KW - Railroad grade crossings KW - State of the practice KW - Transportation planning KW - Transportation safety KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13697.html UR - https://trid.trb.org/view/723979 ER - TY - ABST AN - 01459267 TI - Procure the Services & Software for Consulting Services, WEBMAP Licenses, Maintenance, Etc. AB - No summary provided. KW - Consultants KW - Licenses KW - Research projects KW - Software KW - Technical assistance KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1227479 ER - TY - RPRT AN - 00942274 AU - Alaska Department of Transportation and Public Facilities AU - Northern Economics, Incorporated AU - HDR, Alaska, Incorporated AU - Federal Highway Administration TI - SOCIOECEONOMIC AND ENVIRONMENTAL IMPACTS OF PAVING GRAVEL ROADS PY - 2002/04/26 SP - 74 p. AB - A literature review, surveys, and data analyses, indicate that paving gravel roads may raise property values and vehicle speed. Paving has little effect on traffic volume, economic development, employment, tourism and recreation. Evidence from testing an empirical model suggests that paving may reduce fatal accident rates. However, this finding may also be attributable to safety improvements which often accompany paving rather than the paving itself. Because there are a number of plausible explanations for this finding, the issue should receive further study. KW - Crash rates KW - Dust control KW - Economic development KW - Employment KW - Environmental impacts KW - Fatalities KW - Gravel roads KW - Improvements KW - Paving KW - Property values KW - Recreation KW - Socioeconomic factors KW - Tourism KW - Traffic crashes KW - Traffic safety KW - Traffic speed KW - Traffic volume UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_02_02.pdf UR - https://trid.trb.org/view/643034 ER - TY - ABST AN - 01460973 TI - Analytic Tools to Support Transportation Asset Management AB - The objective of this research is to develop a set of user-friendly analytical tools for adaptation and use by state DOTs and other transportation agencies that will improve their ability to identify, evaluate, and recommend investment decisions for managing the agency' s assets. KW - Asset management KW - Decision making KW - Investments KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=614 UR - https://trid.trb.org/view/1229191 ER - TY - ABST AN - 01458899 TI - Cooperative Agreement to Operate and Support a Highway Innovation Technical Evaluation Center AB - No summary provided. KW - Cooperation KW - Evaluation and assessment KW - Highway design KW - Innovation KW - Operations KW - Research projects KW - Technical assistance UR - https://trid.trb.org/view/1227111 ER - TY - RPRT AN - 00989277 AU - Volpe National Transportation Systems Center AU - Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: NORTHRIDGE EARTHQUAKE - JANUARY 17, 1994 PY - 2002/04/22 SP - 50 p. AB - On Monday, January 17, 1994, at 4:30 a.m., an earthquake of a magnitude of 6.8 shook Los Angeles, California. While the actual earthquake (and its subsequent aftershocks) lasted only about 1 minute, it damaged 114,000 residential and commercial structures spread over 2,100 square miles, took 72 lives, and significantly impaired the Los Angeles regional transportation system, generating a year's worth of highway work in a single event. The Federal Emergency Management Agency (FEMA) reported the Northridge earthquake as one of the largest and most costly federal disasters with initial cost estimates of total damages at $25 billion. This report documents the actions taken by transportation agencies in response to the Northridge earthquake, and is part of a larger effort to examine the impacts of catastrophic events on transportation system facilities and services. The findings documented in this report are a result of a detailed literature search on Northridge lessons learned. This report emphasizes the transportation aspects of this catastrophic event and lessons learned that could be incorporated into future emergency response planning. KW - Costs KW - Disaster preparedness KW - Earthquakes KW - Emergency management KW - Fatalities KW - Impacts KW - Literature reviews KW - Los Angeles (California) KW - Loss and damage KW - Northridge (California) KW - Northridge Earthquake, January 17, 1994 KW - Operations KW - Southern California KW - Strategic planning KW - Transportation KW - Transportation system management UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13775.html UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13775_files/13775.pdf UR - https://trid.trb.org/view/755053 ER - TY - RPRT AN - 00989285 AU - DeBlasio, A J AU - Regan, Terrance J AU - Zirker, Margaret E AU - Day, F B AU - Crowder, M AU - Bagdonas, K AU - Brodesky, R AU - Morin, D AU - Volpe National Transportation Systems Center AU - Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: NEW YORK CITY - SEPTEMBER 11 PY - 2002/04/21 SP - 52 p. AB - This report documents the actions taken by transportation agencies in response to the terrorist attack in New York City on September 11, 2001 and is part of a larger effort to examine the impacts of catastrophic events on transportation system facilities and services. The findings documented in this report are a result of the creation of a detailed chronology of New York events, a literature search, and interviews of key personnel involved in transportation operations decision-making on September 11. This report emphasizes the transportation aspects of this catastrophic event and lessons learned that could be incorporated into future emergency response planning. KW - Catastrophic events KW - Disaster preparedness KW - Emergency management KW - Interviewing KW - Literature reviews KW - New York (New York) KW - Operations KW - Strategic planning KW - Terrorism KW - Terrorist attacks of September 11, 2001 KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/opssecurity/case_studies/nycprelim.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14129.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14129_files/14129.pdf UR - https://trid.trb.org/view/755061 ER - TY - RPRT AN - 00928055 AU - Boyle, M AU - Valley Forge Laboratories, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - MATERIALS-RELATED FORENSIC ANALYSIS AND SPECIAL TESTING PY - 2002/04/19 SP - 55 p. AB - The purpose of this research was to assist District 3-0, Geo-Technical Unit with soil testing services to expedite determination of soil stability parameters. A full sequence of tests (unconfined compressive strength, direct shear, one-dimensional consolidation, and triaxial compression) was performed on a limited number of samples. This investigation is eligible for inclusion in contract 359832 under the topic, "Forensic Analysis," related, but not limited to, the development of engineering properties for a small sample representing unidentified soil conditions to determine the potential for soil strength and safe bearing limits. KW - Compression tests KW - Compressive strength KW - Consolidation KW - Direct shear tests KW - Geotechnical engineering KW - Soil tests KW - Stability (Mechanics) KW - Triaxial shear tests UR - https://trid.trb.org/view/718767 ER - TY - RPRT AN - 00927564 AU - Peters, J AU - Science Applications International Corporation AU - Federal Highway Administration TI - GREATER YELLOWSTONE REGIONAL TRAVELER AND WEATHER INFORMATION SYSTEM EVALUATION PLAN PY - 2002/04/19 SP - 23 p. AB - A team led by Science Applications International (SAIC), under direction from the US Department of Transportation Intelligent Transportation Systems (USDOT ITS) Joint Program Office (JPO), was selected to evaluate the Greater Yellowstone Regional Traveler and Weather Information System (GYRTWIS). Three areas will be investigated for this evaluation: (1) System Impact Study of 511 usage and customer satisfaction, (2) Pavement Thermal Model Accuracy, (3) Case Study of the business model, institutional issues, and 511 implementation issues. The purpose of this evaluation is to determine whether the project goals are met, and to assist others who may be considering similar deployments. The evaluation plan presented here is to serve as a planning and guidance document from which a successful evaluation can be implemented. KW - Accuracy KW - Businesses KW - Case studies KW - Customer satisfaction KW - Evaluation KW - Implementation KW - Pavements KW - Road weather information systems KW - Strategic planning KW - Temperature KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/19000/19700/19769/PB2003100295.pdf UR - https://trid.trb.org/view/718628 ER - TY - ABST AN - 01459491 TI - Global Climate Research AB - No summary provided. KW - Climate KW - Climatology KW - Global warming KW - Research KW - Research projects UR - https://trid.trb.org/view/1227704 ER - TY - RPRT AN - 01036792 AU - Fekpe, Edward AU - Alam, Mohammed AU - Foody, Thomas AU - Gopalakrishna, Deepak AU - Battelle AU - Federal Highway Administration TI - Freight Analysis Framework Highway Capacity Analysis: Methodology Report PY - 2002/04/18 SP - 51p AB - This study is directed at conducting a national highway freight analysis designed to identify and assess the system-wide capacity deficiency elements of the nation's highway system. The primary objective of the highway capacity analysis is to develop a policy tool for (i) analyzing potential policy, operational and planning issues, for example, identification of corridors with problems; (ii) examining the sufficiency of the capacity of the transportation system in meeting forecast trucking demand; and (iii) providing estimates of system capacity not available in the Highway Economic Requirements Systems (HERS). The analysis is intended to provide information on a set of capacity-related performance measures for each highway link in the present as well as over the next 20 years. The highway capacity analysis is constructed using four major interdependent building blocks, which are discussed in detail in this report: (1) establishment of freight analysis network; (2) establishment of freight analysis zones; (3) freight demand analysis; and (4) capacity-related performance measures. KW - Demand KW - Freight Analysis Framework KW - Freight demand KW - Freight transportation KW - Highway capacity KW - Methodology KW - Operational issues KW - Planning KW - Policy UR - https://secure.engr.oregonstate.edu/wiki/transportation/uploads/ODOT-Multimodal/fekpe2002.pdf UR - https://trid.trb.org/view/793624 ER - TY - ABST AN - 01460986 TI - Transfer, Development, and Splice Length for Strand/Reinforcement in High-Strength Concrete AB - The objective of this project is to develop recommended revisions to the AASHTO LRFD Bridge Design Specifications for normal weight concrete having compressive strengths up to 18 ksi, relating to: (1) Transfer and development length of prestressing stand with diameters up to 0.62 in; and (2) development and splice length in tension and compression of individual bars, bundled bars, and welded wire reinforcement and development length of standard hooks. KW - Bridge design KW - Compressive strength KW - High strength concrete KW - National Cooperative Highway Research Program KW - Prestressing KW - Reinforcement (Engineering) KW - Research projects KW - Splicing KW - Splicing KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=348 UR - https://trid.trb.org/view/1229204 ER - TY - ABST AN - 01460947 TI - Research Program Design---Administration of Highway and Transportation Agencies. Using Performances Measures to Manage Change in State Departments of Transportation AB - The objective of this project is to develop a simple and practical guidebook aimed at CEOs of state Departments of Transportation outlining ways to implement best practices for incorporating the use of performance measures into management practices and strategic planning. KW - Best practices KW - Management and organization KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Research projects KW - State departments of transportation KW - Strategic planning KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=532 UR - https://trid.trb.org/view/1229165 ER - TY - ABST AN - 01459392 TI - Receiving and Storing Asphalt Cores & Tests on Samples AB - No summary provided. KW - Asphalt KW - Cores (Specimens) KW - Research projects KW - Samples KW - Storage facilities KW - Testing UR - https://trid.trb.org/view/1227605 ER - TY - ABST AN - 01459200 TI - Ecosystem Enhancement Program AB - No summary provided. KW - Ecosystems KW - Environment KW - Environmental engineering KW - Environmental impacts KW - Habitat (Ecology) KW - Research projects UR - https://trid.trb.org/view/1227412 ER - TY - ABST AN - 01549325 TI - Prediction of Scour at Bridge Abutments AB - Because current scour prediction techniques are not applicable to a wide range of field conditions, scour at bridge abutments is often over-predicted. Over-predicting abutment scour may result in construction of unnecessary countermeasures or excessively deep foundations, adding significant costs to bridge construction and maintenance. Most experimental studies of scour around abutments have been conducted in rectangular laboratory flumes with level streambeds. Real river channels are decidedly different from these idealized laboratory conditions. Idealized experiments are representative only of flow around abutments in well-defined incised channels and abutments in wide braided rivers. A limited number of studies have been conducted to consider interaction of flows in compound channels (i.e., channels consisting of both floodplain and main channel sections), and only a very limited number of experiments have been done on abutments that terminate on a floodplain near a main channel. Accepted prediction equations for scour around abutments were developed from a narrow range of conditions and do not incorporate the effects of spill-slope embankment failure into surrounding scour holes. As scour develops at the toe of abutment embankments, soil and rock protection fall into the scour hole. Rock protection or embankment material tends to armor the scour hole, and scour tends to proceed horizontally instead of vertically. This process changes the geometry of the embankment and expands the waterway opening, and is likely to play a dominant role in the mechanics of scour. Inclusion of the spill-slope failure process in model studies will have a substantial effect on the location and depth of scour. Specific information about the mechanics of scour around abutments is needed to substantially improve scour-prediction techniques. Data are needed for flow conditions in which the abutment (embankment) terminates near the main channel. In addition, scour depth and contracted flow velocity-distribution data are needed from experiments that model flow conditions in which the position of the abutment on the floodplain, the geometry and roughness characteristics of the floodplain, and the flow distribution in the main channel and floodplain are varied over the practical ranges of these parameters. The objective of this research is to develop more accurate and comprehensive methodologies for predicting abutment scour in compound channels. KW - Abutments KW - Bridge substructures KW - Bridges KW - Channel flow KW - Channels (Waterways) KW - Flow measurement KW - National Cooperative Highway Research Program KW - Scour UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=719 UR - https://trid.trb.org/view/1339641 ER - TY - ABST AN - 01459171 TI - North American Strategy (NAST) Support AB - No summary provided. KW - North America KW - Research projects KW - Strategic planning KW - Supporting KW - Technical assistance KW - Transportation planning UR - https://trid.trb.org/view/1227383 ER - TY - RPRT AN - 00925960 AU - Osayimwese, I AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - SUMMER TRANSPORTATION INSTITUTE 2001 PY - 2002/04/03 SP - 15 p. AB - The residential Summer Transportation Institute (STI) program was held at Lincoln University during July 9 - August 3, 2001. Twenty students (8th, 9th and 10th graders) participated in the program. The students were selected from nine schools located in five cities and four counties, three in Pennsylvania and one in Delaware. The responses to the evaluation questionnaires and the feedback from students and parents/guardians suggest that the 2001 STI program is moving along the path of achieving the objectives of (1) encouraging students to choose future transportation-related careers, and (b) creating opportunities for students to have an educationally beneficial and enjoyable summer. KW - Education KW - High school students KW - Lincoln University KW - Summer Transportation Institute, Lincoln University KW - Transportation careers UR - http://ntl.bts.gov/lib/12000/12200/12247/index.html UR - http://ntl.bts.gov/lib/19000/19500/19566/PB2002107952.pdf UR - https://trid.trb.org/view/718125 ER - TY - ABST AN - 01460987 TI - Best-Value Procurement Methods for Highway Construction Projects AB - The objective of this research are to develop the following: (1) best-value procurement methods for use in awarding highway construction contracts; (2) screening criteria for selecting projects for application of best-value procurement methods; and (3) strategies for overcoming barriers to implementing best-value procurement methods. KW - Awards KW - Bids KW - Construction KW - Contracts KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Procurement KW - Project management KW - Research projects KW - Selection and appointment UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=281 UR - https://trid.trb.org/view/1229205 ER - TY - RPRT AN - 01539605 AU - Texas Transportation Institute AU - Battelle Memorial Institute AU - Federal Highway Administration TI - Evaluation of Travel Time Methods to Support Mobility Performance Monitoring: FY 2001 Synthesis Report PY - 2002/04//Final Report SP - v.p. AB - The purpose of this study was to determine a benchmark border crossing delay measure for commercial vehicles. Seven ports of entry (POE) were surveyed – four on the U.S./Canada border and three on the U.S./Mexico border. Those ports of entry were Otay Mesa, El Paso, Laredo, Blaine, Ambassador Bridge, Peace Bridge, and Blue Water Bridge. Toward that end, average delay times were calculated for each port of entry. The delay time represents the difference between the average crossing time and the free-flow crossing time. In total, for all seven ports of entry, the average inbound delay time was 16.0 minutes and the average outbound delay time was 8.1 minutes. (Inbound means traffic entering the United States. Outbound means traffic exiting the United States.) The average delay time for all northern ports in the survey, both inbound and outbound, was 9.8 minutes and for all southern ports in the survey, 18.0 minutes. The average delay time for all ports of entry, both inbound and outbound, was 12.4 minutes. A Buffer Time and Buffer Index for each port of entry was also calculated. The Buffer Time is the difference between the 95th percentile crossing time and the average crossing time for all trucks. The Buffer Time, then, represents the "extra time" above the average that a driver must budget to cross the border and arrive "on time" for 95 percent of the trips. The Buffer Index is the Buffer Time expressed as a percentage of average time, i.e., the extra percentage of time that must be budgeted to cross the border. As such, the Buffer Index eliminates differences in the physical length of crossings and provides a standardized measure among ports. The Buffer Time for all outbound crossings was 23.3 minutes with a Buffer Index of 164 percent. The Buffer Time for all inbound crossings was 43.3 minutes with a Buffer Index of 162 percent. These Index values are much higher than values for urban freeway systems studied in "Monitoring Urban Roadways in 2000," which indicates less reliable travel at border crossings. The number of inspection/processing booths open at each port at any given time has a significant influence on travel times and often serves as a leading indicator of that particular variable. At many ports there appears to be significant variability during the day with respect to the number of booths open at any given time. Decisions with regard to how many lanes are open at any given time are not made purely with mobility/crossing times in mind and are not made by transportation agencies. Finally, to whatever degree mobility was a consideration in the number of open booths/lanes prior to the events of September 11, 2001, that level of consideration has lessened. KW - Buffer time KW - Commercial vehicle operations KW - Inspection/processing booths KW - Ports of entry KW - Traffic delays KW - Travel time KW - United States-Canada Border KW - United States-Mexico Border UR - http://ops.fhwa.dot.gov/freight/freight_analysis/brdr_synthesis/ UR - https://trid.trb.org/view/1323887 ER - TY - RPRT AN - 01531727 AU - Cross, Stephen A AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Determination of Ndesign for CIR Mixtures Using the Superpave Gyaratory Compactor PY - 2002/04//Final Report SP - 82p AB - Cold in-place recycling (CIR) is a viable pavement rehabilitation technique that recycles 100% of the reclaimed asphalt pavement (RAP) in place, without the addition of heat. One of the barriers to wider use of CIR has been the lack of a suitable mixture design procedure. Researchers have shown that Superpave mix design technology is applicable to CIR mixtures if the Ndesign number of compaction gyrations can be established for the Superpave gyratory compactor (SGC). The objective of this project was to determine the mix design compactive effort (Ndesign) using the SGC required to match the field density of CIR mixtures. RAP from seven CIR projects was obtained, along with the emulsified asphalt cement from each project. Samples were compacted using the SGC with the mix water and emulsion content from the field. Samples were compacted immediately after mixing and after a 30, 60 and 120 minute initial cure time. The change in density with compaction gyrations was monitored, and the Ndesign number of gyrations required to match the field density was determined. The effect of initial cure time and RAP physical properties, such as gradation, percent flat and elongated particles, aggregate gradation and angularity on Ndesign, was evaluated. RAP shape, as measured by percent flaky pieces, was found to influence compacted field density. The Ndesign compactive effort for CIR mix design also was established. KW - Aggregate gradation KW - Cold in-place recycling KW - Curing time KW - Emulsified asphalt KW - Field density KW - Gyratory compactors KW - Mix design KW - Reclaimed asphalt pavements UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p15final.pdf UR - https://trid.trb.org/view/1316415 ER - TY - RPRT AN - 01526407 AU - Lwin, Myint M AU - Federal Highway Administration TI - High Performance Steel Designer's Guide PY - 2002/04//Second Edition SP - 26p AB - In 1994, a cooperative research program between the Federal Highway Administration (FHWA), the U.S. Navy and the American Iron and Steel Institute (AISI) was launched to develop high performance steels (HPS) for bridges. The initial research program was to develop HPS 70W and HPS 100W, weathering steel grades, with toughness Zone 3 requirements, and with significant improvement in weldability. With the successful use of HPS 70W, bridge engineers are requesting an HPS version of 50W grade steel. They are interested in the higher toughness and improved weldability. HPS 50W and HPS 70W grades are now commercially available and the HPS 100W is in development. This HPS Designers' Guide only covers HPS 50W and HPS 70W. The following four documents cover the design, fabrication and construction of steel bridges using HPS: (1) AASHTO LRFD Bridge Design Specifications with Interims; (2) AASHTO Standard Specifications for Highway Bridges, 16th. Edition, 1996, 2000 Interim; (3) AASHTO Guide Specifications for Highway Bridge Fabrication with HPS 70W Steel; (4) ANSI/AASHTO/AWS D1.5-95 Bridge Welding Code with Addendums. This HPS Designers' Guide discusses the key elements of the above four documents as applied to high performance steels, identifies factors that should be considered, and provides sources and references where designers can obtain additional information to assure successful use of HPS in highway bridge construction. This Guide will be updated periodically to keep pace with the latest developments in HPS, and as American Association of State Highway Transportation Officials (AASHTO) and American Welding Society (AWS) modify their codes to reflect new research findings and construction experiences. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge construction KW - Bridge design KW - High performance steel KW - Steel bridges KW - Welding UR - http://www.fhwa.dot.gov/download/hpsguide.pdf UR - https://trid.trb.org/view/1308582 ER - TY - RPRT AN - 01156883 AU - Ioannides, Anastasios M AU - Minkarah, Issam A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Ohio Route 50 Joint Sealant Experiment PY - 2002/04//Final Report SP - 387p AB - This is the third and Final Report for a research project that entailed the construction and evaluation to date of a stretch of a four-lane highway near Athens, Ohio. The main purpose of this project has been to evaluate concrete pavement performance in connection with various sealant types and joint configurations in the Wet-Freeze climatic zone. A detailed description of previous work conducted from Fall 1996 to March 2000 can be found in Hawkins (1999) and in Sander (2002). Fifteen different material-joint configuration combinations have been used. The new pavement consists of a 250-mm (10-in.) jointed reinforced concrete slab with 21-ft joint spacing, placed over a 100-mm (4-in.) free-draining base layer, constructed over a 150-mm (6-in.) crushed aggregate subbase, resting over the predominantly silty clay local subgrade. The highway has a twenty year design period, with design traffic level of 11 million ESALs. The eastbound lanes were constructed first and have been open to traffic since Spring 1998, whereas the westbound lanes have been serving traffic only since Spring 1999. Three joint sealant, profilometer and pavement performance surveys are described in this Report. These evaluations were conducted in October 2000, June 2001, and October 2001 in accordance with an evaluation plan developed by the University of Cincinnati research team based on statistical principles. Sealant effectiveness values are calculated and treatments are ranked according to a rating scheme that describes each sealant type very good, good, fair, poor, or very poor. Results from these evaluations are analyzed and compared to those from earlier inspections to delineate the major trends exhibited by the test pavement. During the March 2000 evaluation, a significant flooding event was witnessed. Apparently in the days prior to the evaluation substantial amounts of rainfall had occurred. The Hocking River, which runs along the highway, could not handle the amount of water from the storm. Several fields adjacent to the roadway were flooded and the drainage ditches overflowed. The extensive flooding concerned the UC research team and an investigation of the drainage aspects of the test pavement was initiated soon after. Following the flooding several transverse cracks were noticed in the pavement. Both the development of structural distresses and the drainage features of the pavement system are also examined in this Report. It is reported that significant mid-slab cracking has been observed in the test pavement, but that this distress appears unrelated to the performance of the sealant treatments. It is anticipated that pavement and sealant performance monitoring will continue for several years. Several recommendations for future investigations are formulated. KW - Concrete pavements KW - Cracking of concrete pavements KW - Drainage KW - Floods KW - High performance concrete KW - Ohio KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Paving KW - Profilometers KW - Roughness KW - Sealing compounds KW - Wet weather UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51160158 UR - https://trid.trb.org/view/917498 ER - TY - RPRT AN - 01074571 AU - Federal Highway Administration TI - Second bridge to Oak Island, Brunswick County, from SR 1104 (Beach Drive) to NC 211, Federal Aid Project No. STP-1105(6), State Project No. 8.2231201, T.I.P. No. R-2245 : environmental impact statement PY - 2002/04//Volumes held: Draft KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/833965 ER - TY - RPRT AN - 01074010 AU - Federal Highway Administration TI - U. S. route 15 improvement project, S.R. 6015, section G20 and G22 Tioga County, Pennsylvania and PIN 6008.22.123 Steuben County, New York, U.S. route 15 between PA route 287 and Presho, New York : environmental impact statement PY - 2002/04//Volumes held: Draft(2v)(v.2 fol), Final(2v)(v.2 fol) KW - Environmental impact statements UR - https://trid.trb.org/view/833404 ER - TY - RPRT AN - 01062283 AU - Federal Highway Administration TI - West Virginia Route 9 (WV9), Martinsburg to Charles Town, Jefferson and Berkeley counties : environmental impact statement PY - 2002/04//Volumes held: Draft, Supplement to the draftp(2v:v.2 fol), Final KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821780 ER - TY - RPRT AN - 01036800 AU - Reebie Associates AU - Wilbur Smith Associates AU - Global Insight, Incorporated AU - Federal Highway Administration TI - Freight Analysis Framework: Derivation of FAF Database and Forecast PY - 2002/04 SP - 28p AB - In 1999, the Federal Highway Administration Office of Freight Management and Operations initiated the Freight Analysis Framework (FAF) project, which sought to develop the first comprehensive database of transportation flows upon the Nation's infrastructure. The FAF is a methodology to estimate trade flows on the Nation's infrastructure, seeking to understand the geographic relationships between local flows and the Nation's overall transportation system. The project will help identify areas of improvement to increase freight mobility, including highlighting regions with mismatched freight demand and system capacity, and encouraging the development of multistate and regional approaches to improving operations. The FAF examines transportation for four key intermodal modes: highway, railroad, water, and air. A comprehensive database for different modes was developed from various government and private sector databases. To evaluate the effect of anticipated volumes upon the network, the FAF includes economic forecasts for the years 2010 and 2020, assigned to the network and linked to transportation infrastructure databases. The FAF will develop capacity estimates and shortfalls to support the Nation's freight transportation needs, considering operational efficiencies and anticipated investments by States and Metropolitan Planning Organizations. The FAF database features county-to-county freight transportation flows for truck, rail, water, and air modes at the four-digit Standard Transportation Commodity Classification Code level. The database includes a historical data set of 1998 flows that is linked to the Wharton Econometric Forecasting Associates (WEFA) long-term economic forecasts to develop estimates for both 2010 and 2020. This paper sets out to explain the development of the 1998 database, and the method used to prepare the 2010 and 2020 forecasts. KW - Air cargo KW - Commodity flow KW - Databases KW - Economic forecasting KW - Forecasting KW - Freight Analysis Framework KW - Freight capacity KW - Freight demand KW - Freight flow data KW - Freight transportation KW - Highway transportation KW - History KW - Railroads KW - System capacity KW - Water transportation UR - http://www.ops.fhwa.dot.gov/freight/documents/webmeth/faf_db_derivation.pdf UR - https://trid.trb.org/view/793611 ER - TY - RPRT AN - 01022649 AU - Liu, Richard AU - Li, Jing AU - Chen, Xuemin AU - Xing, Huichun AU - Liang, Renyue AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Nondestructive Device for Measuring the Thickness of Concrete Pavement PY - 2002/04//Final Report SP - 39p AB - Research Project 0-4172, “Development of a Thickness Measurement Device for Steel Reinforced Concrete Pavement,” provided a rudimentary radar system that was able to measure concrete pavement thickness, for pavement without steel reinforcement, up to 18 in. In this project, the ground-penetrating radar (GPR) system developed in Project 0-4172 is further improved to measure concrete thickness with steel reinforcement. A prototype GPR system was manufactured and an efficient thickness computation algorithm was implemented. The developed GPR thickness measurement system was both lab and field-tested. The GPR system is mounted on a pushcart for easy operation. There are two display screens mounted on the GPR: one displays the GPR traces in color map format and the other displays thickness and distance in text format. Field tests were done on the construction site of US Highway 59 south in the Sugar Land area. Field test results showed that the GPR is able to measure steel reinforced concrete up to 16 in. with an average error of 2%. The location and diameter of the steel rebars can also be obtained. This system also measures the dielectric constant of the concrete automatically. The dielectric constant may be useful in estimating concrete maturity. KW - Concrete maturity KW - Concrete pavements KW - Construction sites KW - Diameter KW - Dielectric properties KW - Field tests KW - Ground penetrating radar KW - Laboratory tests KW - Location KW - Measurement KW - Nondestructive tests KW - Prototypes KW - Reinforced concrete pavements KW - Reinforcing bars KW - Texas KW - Thickness UR - https://trid.trb.org/view/778724 ER - TY - RPRT AN - 01000930 AU - Fitzpatrick, Kay AU - Parham, Angelia H AU - Brewer, Marcus A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Treatments for Crashes on Rural Two-Lane Highways in Texas PY - 2002/04 SP - 182p AB - Most of the crashes in rural areas occur away from intersections and driveways (60%), while most urban crashes occur at or are related to either intersections or driveways (57%). The distribution of crashes by first harmful event also clearly shows an urban versus rural division. In urban areas, most of the crashes involve another vehicle (81%) while only about half in the rural area involve another vehicle (51%). Striking a fixed object is more common in rural areas (25%) than in urban areas (14%). This document provides transportation practitioners with information on crash characteristics for rural roads in Texas. It also presents discussion on low-cost safety treatments used on highways and at intersections along with their known effectiveness. Treatments discussed for highways include: rumble strips, passing improvements, two-way left-turn lanes, lane or shoulder widening, pavement edge drop-off improvements, pavement markings, mowing, skid resistance improvements, side slope flattening, recovery distance improvements, tree mitigation, culvert modifications, advance warning for horizontal curves, delineation, barrier reflectors, and animal countermeasures. Treatments discussed for intersections include: advance warning for intersections, approach rumble strips, left-turn bays, shoulder bypass lanes, intersection flashing beacons, signalization, high-intensity strobe lights, backplates on traffic signals, illumination, and sight obstruction reduction. Experiences with selected treatments in Texas, including whether the treatment would be considered elsewhere, are also included in the report. KW - Advance warning KW - Backplates (Traffic signals) KW - Countermeasures KW - Crash characteristics KW - Culverts KW - Edge drop-offs KW - Fixed object accidents KW - Flashing beacons KW - Highway curves KW - Highway delineators KW - Horizontal curvature KW - Improvements KW - Lane widening KW - Mowing KW - Passing KW - Reflectorized materials KW - Road markings KW - Rumble strips KW - Rural highways KW - Shoulder widening KW - Sideslopes KW - Signalization KW - Single vehicle crashes KW - Skid resistance KW - Strobes KW - Texas KW - Traffic crashes KW - Trees KW - Two lane highways KW - Two way left turn lanes UR - http://tti.tamu.edu/documents/4048-2.pdf UR - https://trid.trb.org/view/756704 ER - TY - RPRT AN - 00979946 AU - Sabatini, P J AU - Bachus, R C AU - Mayne, P W AU - Schneider, James A AU - Zettler, T E AU - GeoSyntec Consultants AU - Federal Highway Administration TI - GEOTECHNICAL ENGINEERING CIRCULAR NO. 5: EVALUATION OF SOIL AND ROCK PROPERTIES PY - 2002/04 SP - 398 p. AB - This document presents state-of-the-practice information on the evaluation of soil and rock properties for geotechnical design applications. This document addresses the entire range of materials potentially encountered in highway engineering practice, from soft clay to intact rock and variations of materials that fall between these two extremes. Information is presented on parameters measured, evaluation of data quality, and interpretation of properties for conventional soil and rock laboratory testing, as well as in situ devices such as field vane testing, cone penetration testing, dilatometer, pressuremeter, and borehole jack. This document provides the design engineer with information that can be used to develop a rationale for accepting or rejecting data and for resolving inconsistencies between data provided by different laboratories and field tests. This document also includes information on: (1) the use of Geographic Information Systems (GIS) and Personal Data Assistance devices for the collection and interpretation of subsurface information; (2) quantitative measure for evaluating disturbance of laboratory soil samples; and (3) the use of measurements from geophysical testing techniques to obtain information on the modulus of soil. Also included are chapters on evaluating properties of special soil materials (e.g., loess, cemented sands, peats and organic soils, etc.) and the use of statistical information in evaluating anomalous data and obtaining design values for soil and rock properties. An appendix of three detailed soil and rock property selection examples is provided which illustrate the application of the methods described in the document. KW - Data quality KW - Field tests KW - Geographic information systems KW - Geotechnical engineering KW - Laboratory tests KW - Modulus KW - Personal digital assistants KW - Rocks KW - Soils KW - State of the practice UR - http://ntl.bts.gov/lib/19000/19800/19803/PB2003100459.pdf UR - https://trid.trb.org/view/740724 ER - TY - RPRT AN - 00930003 AU - Postma, S AU - Cisneros, R AU - Roberts, J AU - Wilkison, R AU - Clevenger, J AU - Eastwood, A AU - Carter & Burgess, Incorporated AU - Utah Department of Transportation AU - Federal Highway Administration TI - I-15 CORRIDOR RECONSTRUCTION PROJECT DESIGN/BUILD EVALUATION 2001 ANNUAL REPORT PY - 2002/04 SP - 38 p. AB - This report is the fourth annual report to be produced under a four-year project of evaluation and research into the I-15 design/build project. The Research Division of the Utah Department of Transportation (UDOT) commenced this research project as partial fulfillment of the commitments made to the Federal Highway Administration (FHWA) when design/build was permitted for this project. The project was designated as a Special Experimental Project (SEP-14) project. The purpose of the evaluation is to collect and evaluate information derived from the process used in this project and provide this information to other agencies or entities interested in pursuing similar design/build projects in transportation. The areas covered by this report include an evaluation of use of performance specifications, a third follow-up of the QA/QC program established by UDOT for the construction portions of the project, a second review of the innovative design and construction methods used on the project, and an assessment of partnering on the project. KW - Annual reports KW - Design build KW - Evaluation KW - Innovation KW - Interstate highways KW - Partnerships KW - Performance based specifications KW - Quality assurance KW - Quality control KW - Reconstruction KW - State departments of transportation KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=55828 UR - https://trid.trb.org/view/719438 ER - TY - RPRT AN - 00974982 AU - Fontaine, M D AU - Chrysler, S T AU - Ford, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - FREEWAY GUIDE SIGNING: REVIEW OF PAST RESEARCH PY - 2002/04 SP - 75 p. AB - This report summarizes past research regarding freeway guide signing. This literature review was used to determine the significant findings from past studies, and to determine areas where future research is needed. This report covers a number of areas related to freeway guide signing. Differences between the current Texas "Manual on Uniform Traffic Control Devices" (MUTCD) and national MUTCD are summarized. Research on driver information processing is examined, and past studies that identified deficiencies in guide signs in the field are reviewed. Research related to the selection of guide sign messages is reviewed, and guidelines for the design and layout of guide signs are summarized. Procedures for maintaining freeway guide signs are also examined. This information will be used to formulate guidelines for the "Freeway Signing Handbook" that will be produced by this project. It will also serve to focus the scope of new research that will be used to create guidelines for the Handbook. KW - Design KW - Freeways KW - Guide signs KW - Guidelines KW - Handbooks KW - Human information processing KW - Layout KW - Literature reviews KW - Maintenance KW - Manual on Uniform Traffic Control Devices KW - Messages (Communications) KW - Research KW - Texas UR - https://trid.trb.org/view/698312 ER - TY - RPRT AN - 00974797 AU - Heckel, L B AU - Illinois Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF AN UNBONDED CONCRETE OVERLAY ON I-74 PY - 2002/04 SP - 18 p. AB - In Illinois, the typical rehabilitation for a concrete pavement is full-depth patching of the distressed concrete, and overlaying the pavement with 3.25 in. of bituminous concrete. In cases where there are poor joints or extensive durability cracking of the existing concrete pavement, a 5-in. bituminous concrete overlay may be placed. When bituminous concrete overlays reach the end of their service lives, common distresses are reflective longitudinal and transverse cracking, reflective cracks from transverse joints and patches, and reflective D-cracking. Once concrete pavements have deteriorated to the point where the performance of a standard bituminous concrete overlay is questionable, constructing an unbonded concrete overlay may be considered. An unbonded concrete overlay leaves the existing concrete pavement and any bituminous concrete overlays in place. A new concrete pavement is constructed on top of the existing bituminous concrete overlay or a new bituminous concrete interlayer. In 1995, the Illinois Department of Transportation constructed an unbonded concrete overlay on Interstate 74 east of Galesburg. The existing pavement was a 7-in. continuously reinforced concrete pavement, with a 4-in. bituminous aggregate mixture base. The existing bituminous concrete overlay ranged from 3 to 4.5 in. thick. The unbonded concrete overlay is 9 in. thick. This report describes the performance of this project through 2001, and the status of unbonded concrete overlays in Illinois. KW - Bituminous overlays KW - Concrete overlays KW - Continuously reinforced concrete pavements KW - D cracking KW - Pavement performance KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Thickness KW - Unbonded concrete overlays UR - http://www.dot.state.il.us/materials/research/pdf/140.pdf UR - http://ntl.bts.gov/lib/23000/23200/23213/140.pdf UR - https://trid.trb.org/view/698210 ER - TY - RPRT AN - 00974285 AU - Langley, R E AU - Grossardt, T AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - KENTUCKY HIGHWAY USER SURVEY 2001 PY - 2002/04 SP - 31 p. AB - The purpose of this study was to continue the efforts begun in 1997 to monitor Kentucky public opinion regarding the quality of the highway system and also includes a portion to measure satisfaction with the current driver licensing and registration renewal processes. Kentucky's 2001 public opinion is compared to data collected since 1997 to gauge Kentucky's progress over the past years. KW - Customer satisfaction KW - Driver licensing KW - Highways KW - Kentucky KW - Public opinion KW - Quality of service KW - Registration KW - Surveys UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_16_PSA_02_2F.pdf UR - https://trid.trb.org/view/698048 ER - TY - RPRT AN - 00971172 AU - Smith, K D AU - Yu, H T AU - Peshkin, D G AU - Federal Highway Administration AU - Applied Pavement Technology, Incorporated TI - PORTLAND CEMENT CONCRETE OVERLAYS: STATE OF THE TECHNOLOGY SYNTHESIS PY - 2002/04 SP - 190 p. AB - This report presents the latest information on the design, construction and performance of portland cement concrete (PCC) overlays. It describes the four types of PCC overlays that are commonly used in highway pavement applications: bonded PCC overlays, unbonded PCC overlays, conventional whitetopping and ultra-thin whitetopping. Recommended applications, critical design elements, current overlay design methodologies, recommended construction practices, and performance highlights are described for each overlay type. Information is also provided on the selection of PCC overlays as possible rehabilitation alternatives for existing pavements. Taken together, this document addresses the current "state of the technology" of PCC overlays placed on both existing PCC pavements and on existing hot-mix asphalt pavements. As described in this document, there has been significant progress over last decade in improving the performance of PCC overlays. However, there remain several critical design and construction areas that are currently not adequately addressed, and these suggested future research needs are listed in this report. KW - Asphalt pavements KW - Bonding KW - Concrete overlays KW - Concrete pavements KW - Hot mix asphalt KW - Methodology KW - Overlays (Pavements) KW - Pavement design KW - Pavement performance KW - Paving KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Whitetopping UR - https://trid.trb.org/view/696746 ER - TY - RPRT AN - 00964110 AU - Kim, Y R AU - Daniel, J S AU - Wen, H AU - North Carolina State University, Raleigh AU - Federal Highway Administration TI - FATIGUE PERFORMANCE EVALUATION OF WESTRACK ASPHALT MIXTURES USING VISCOELASTIC CONTINUUM DAMAGE APPROACH PY - 2002/04 SP - 231 p. AB - The primary objective of this project is to develop laboratory test methods and a fundamentally sound fatigue model that accurately predict or rank the fatigue performance of asphalt mixtures in the field. For the validation of the model, eight WesTrack mixtures with varying gradations, asphalt contents, and air void contents were used. Both direct tension and indirect tension tests were conducted. This report presents the findings from direct tension and indirect tension tests. From the direct tension testing, a methodology was developed by which the material response under any uniaxial tensile testing condition (type of loading and temperature) can be predicted from the material response obtained from a single testing condition. The methodology makes use of a uniaxial constitutive model for asphalt concrete that is based upon the elastic-viscoelastic correspondence principle and work potential theory, a continuum damage theory based on thermodynamics of irreversible process. Uniaxial tensile testing is performed under controlled crosshead mode for both cyclic and constant rate to failure tests. Various strain amplitudes, frequencies, and rates are applied at several test temperatures. A single characteristic curve can be found that describes the reduction in material integrity as damage grows in the specimen regardless of the applied loading conditions (cyclic versus monotonic, amplitude/rate, frequency). The characteristic curve at any temperature can be found by utilizing the time-temperature superposition principle and the concept of reduced time. Eight WesTrack mixtures are tested and the methodology is used to successfully predict the fatigue damage at different testing conditions from a single condition. A test and analysis procedure for the fatigue characterization of asphalt mixtures based on this methodology is proposed and potential applications are discussed. In this report, also presented are the viscoelastic characterization of asphalt concrete in indirect tensile testing and the development of a simple performance test for fatigue cracking. The analytical solutions to calculate creep compliance and center strain from displacements measured on the specimen surface were developed based upon the theory of viscoelasticity. These developments were verified by 3-D finite element viscoelastic analysis and tests. A simple performance test was developed based on these solutions and work potential theory. To evaluate its validity, the indirect tensile tests were performed on WesTrack asphalt mixtures varying aggregate gradations, asphalt contents, and air void contents. Fracture energy obtained from indirect tensile strength testing and creep testing was highly correlated with field performance of these mixtures at WesTrack. A combination of indirect tensile creep and strength testing was proposed as a simple performance test for fatigue cracking. KW - Asphalt concrete KW - Asphalt mixtures KW - Continuum (Mathematics) KW - Continuum damage KW - Creep KW - Fatigue (Mechanics) KW - Laboratory tests KW - Pavement performance KW - Performance tests KW - Temperature KW - Tensile properties KW - Uniaxial stress KW - Viscoelasticity KW - Westrack UR - http://docs.trb.org/00964110.pdf UR - https://trid.trb.org/view/661326 ER - TY - RPRT AN - 00962895 AU - Mohammad, L N AU - Altinsoy, R AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - EVALUATION OF THE FUNDAMENTAL ENGINEERING PROPERTIES OF BITUMINOUS MIXTURES CONTAINING HYDRATED LIME PY - 2002/04 SP - 154 p. AB - The increasing volume of truck traffic combined with the hot and moist climate of Louisiana are the major contributing factors to severe pavement distresses. Permanent deformation and moisture damage are the most common distresses of Louisiana pavements, resulting in the rutting and stripping of the asphaltic concrete. The use of hydrated lime decreases moisture susceptibility and increases mixture stiffness. In this study, conventional asphaltic concrete mixtures and mixtures modified with hydrated lime were evaluated for their fundamental engineering properties as defined by indirect tensile strength and strain, permanent deformation characteristics, resilient modulus, and fatigue resistance. A dense graded mixture meeting the Louisiana Department of Transportation and Development Type 3 specification (low stability, low volume < 2500 ADT) was used. The test factorial included two aggregate types, limestone and gravel, and two asphalt cement types, a conventional AC-30 and a polymer modified PAC-40HG. Hydrated lime was used as the mineral filler. The results indicated that the addition of hydrated lime as mineral filler improved the permanent deformation characteristics and fatigue endurance of the asphaltic concrete mixtures. This improvement was particularly apparent at higher testing temperatures in mixtures with or without polymer modified asphalt. KW - Asphalt cement KW - Asphalt concrete KW - Calcium hydroxide KW - Deformation KW - Fatigue strength KW - Gravel KW - Limestone aggregates KW - Modulus of resilience KW - Polymer asphalt KW - Tensile strength UR - http://www.ltrc.lsu.edu/pdf/2008/fr_306.pdf UR - https://trid.trb.org/view/660923 ER - TY - RPRT AN - 00960033 AU - Gilliland, C W AU - Ellis, P B AU - Overman, J H AU - Storey, B J AU - Volkman, N J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPING A PROCESS FOR EARLY CONSIDERATION OF ENVIRONMENTAL ISSUES PY - 2002/04 SP - 144 p. AB - The past two federal surface transportation authorization bills, the Intermodal Surface Transportation Efficiency Act in 1991 and the Transportation Equity Act for the 21st Century (TEA-21) in 1998, have emphasized the need to consider environmental issues in the transportation planning process. While new federal regulations to guide the implementation of planning and environmental provisions in TEA-21 have not been issued, the intent of the legislation is known. This project resulted in a guidebook to provide Texas Department of Transportation and its partner entities (metropolitan planning organizations) with tools and techniques to consider environmental issues, including environmental justice, early on and throughout the planning and project selection process. The guidebook recommends a preliminary environmental process, at the earliest planning stages, to identify impacts and possibly avoid problems that would cause delays and complications in detailed project planning, design, and implementation. The process has been named the "preliminary review environmental process." KW - Environmental impacts KW - Environmental justice KW - Environmental risk assessment KW - Guidelines KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - https://trid.trb.org/view/659813 ER - TY - RPRT AN - 00925803 AU - Ciarallo, F W AU - Mirchandani, P AU - University of Arizona, Tucson AU - Arizona Department of Transportation AU - Federal Highway Administration TI - RHODES-ITMS-MILOS: RAMP METERING SYSTEM TEST PY - 2002/04 SP - 46 p. AB - The RHODES-Integrated Traffic Management System Program addresses the design and development of a real-time traffic adaptive control system for an integrated system of freeways and arterial roads. The goals of this project were to test coordinated, adaptive ramp metering using the Multi-Objective, Integrated, Large-Scale, and Optimized System (MILOS) software on a major urban freeway. A 7-mile eastbound segment of I-10 in Phoenix, just west of the I-10/I-17 Interchange, was chosen as the study area because of the availability of data, and because of recurring congestion. The field test was to be accomplished in three phases: (i) testing the hierarchical MILOS control software via simulation, (ii) development of interfaces necessary to use MILOS in the field, and (iii) testing the effectiveness of MILOS in real time. The project accomplished the first of these objectives, developing a simulation model of the I-10 freeway and showing through experiments that coordinated adaptive ramp metering is more effective than no-control or traffic responsive metering. In developing the freeway model, the project further refined the processes needed to calibrate and test MILOS for a specific freeway. The second objective was only partially met. The interfaces within MILOS have been refined, but only some of the interfaces with the real-time data have been established. The interface for data flowing from the freeway management system into MILOS has been established. An interface for delivering ramp-metering rates from MILOS to the field via the freeway management system has not been established. The development of this second interface via a subcontract was determined to be infeasible within the project budget. Because of this, the third objective has not yet been achieved. The effectiveness of MILOS and coordinated ramp metering in the field will not be proven until this third objective can be achieved. KW - Adaptive control KW - Arterial highways KW - Coordination KW - Field tests KW - Freeways KW - Highway traffic control KW - Multi-Objective Integrated Large-Scale and Optimized System KW - Phoenix (Arizona) KW - Ramp metering KW - Real time control KW - Simulation KW - Software KW - Tests KW - Traffic congestion KW - Urban areas UR - http://ntl.bts.gov/Reports/AZ_481.pdf UR - http://www.ntl.bts.gov/Reports/AZ_481.pdf UR - https://trid.trb.org/view/717975 ER - TY - RPRT AN - 00942594 AU - Roberts, G E AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - USE OF GROUND PENETRATING RADAR TO DELINEATE BRIDGE DECK REPAIR AREAS PY - 2002/04 SP - 18 p. AB - Ground penetrating radar (GPR) has emerged as a viable means of nondestructively determining the locations of deteriorated sections of bituminous-overlaid, reinforced concrete bridge decks. While prior GPR successes on such structures were traditionally limited to estimating repair quantities and had not been shown to consistently provide an accurate indication of the "location" of distressed areas, work conducted in 1998 and 1999 on several New Hampshire bridges produced predictions of deterioration that compared favorably with ground truth data and conventional (destructive) survey techniques. Recent developments in GPR technology provided high resolution images of the bridge deck structure that were used to create contour maps detailing different levels of deterioration. This report summarizes efforts initiated and sponsored by the New Hampshire Department of Transportation related to location-specific predictions of corrosion and freeze/thaw induced deterioration on existing bridge decks scheduled for rehabilitation. In 1998, twin 842-ft (257-m) interstate bridges spanning the Connecticut River between Lebanon, New Hampshire and White River Junction, Vermont were surveyed using a combination of horn and ground-coupled antennas. These surveys, supplemented by an underside inspection and limited coring and chloride testing, were successfully used to estimate and locate repair areas prior to a deck rehabilitation project on the structures. In 1999, four structures located along I93 in Thornton-Woodstock, New Hampshire were surveyed without the use of supplemental, destructive testing or lane closures. Contour maps were produced on all structures, showing varying degrees of predicted deterioration. Although statistical comparisons were not performed, the contour maps showed a high visual correlation with independent maps generated based on sounding, half-cell potential, and/or chloride content testing. KW - Bridge decks KW - Contour maps KW - Deterioration KW - Ground penetrating radar KW - Location KW - New Hampshire KW - Nondestructive tests KW - Rehabilitation (Maintenance) KW - Reinforced concrete UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12323s_report.pdf UR - https://trid.trb.org/view/643240 ER - TY - RPRT AN - 00941454 AU - Collier, T AU - Goodin, G D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MARKETING THE MANAGED LANES CONCEPT PY - 2002/04 SP - 50 p. AB - The managed lane concept is currently being considered on major freeway projects in Texas cities. While the high-occupancy vehicle (HOV) concept is familiar in most urban areas, motorists are less familiar with managed lanes. The term "managed lanes" encompasses a variety of facility types, including HOV lanes, high occupancy toll (HOT) lanes, single occupancy vehicle (SOV) express lanes, special use lanes, and truck lanes. The premise of the managed lanes concept is to increase freeway efficiency and provide free flow operations for certain freeway users by packaging various operational and design strategies. Most of these actions offer the flexibility to be adjusted to match changing corridor and regional goals. The projects reviewed in this report focus attention on the newer concept of pricing separate travel lanes, including HOT lanes and toll lanes, since previous research has addressed marketing and gaining public support for HOV lanes, SOV lanes, and truck lanes. The goal in reviewing these kinds of projects is to gain an understanding of public perception and public interaction when a new and complex concept for managing travel demand is introduced. KW - Express lanes KW - Freeways KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway operations KW - Managed lanes KW - Marketing KW - Public opinion KW - Road pricing KW - Single occupant vehicles KW - Special use lanes KW - Texas KW - Traffic control KW - Travel demand management KW - Truck lanes UR - https://trid.trb.org/view/642696 ER - TY - RPRT AN - 00938044 AU - Lovejoy, S C AU - Oregon Department of Transportation AU - Federal Highway Administration TI - A FITNESS-FOR-PURPOSE EVALUATION OF ELECTRO-SLAG FLANGE BUTT WELDS PY - 2002/04 SP - 86 p. AB - A fitness-for-purpose evaluation was performed on the electroslag flange butt welds of the I-205, George Abernethy Bridge as per the request of Federal Highway Administration (FHWA) notices N5040.23 and 5040.29 dated 2/16/77 and 2/23/77 respectively as well as Memorandum HNG-30 dated 6/21/78. This evaluation required gathering knowledge of the material properties, fabrication defects, and service loads pertaining to the weldments in question. With these data the serviceability of the weldments was assessed and retrofit or monitoring requirements were developed that would assure public safety at reasonable operational costs. After 23 years of ongoing testing and study the plan to monitor the welds in question was developed and justified, saving the taxpayers over 6 million dollars in retrofitting construction expenses. KW - Bridges KW - Butt welds KW - Defects KW - Electroslag welding KW - Evaluation KW - Fabrication KW - Flanges KW - Loads KW - Monitoring KW - Planning KW - Properties of materials KW - Serviceability KW - Weldments UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AFitnessEvalElectSlagFnangButt.pdf UR - https://trid.trb.org/view/730424 ER - TY - RPRT AN - 00932091 AU - Kemp, P AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF LUMIMARK SAFETY TRAFFIC MARKING SYSTEM PY - 2002/04 SP - 22 p. AB - This report contains color, luminance and retroreflectivity data of Master Builders Lumimark Safety Traffic Marking System. This report details a demonstration installation of the product in Wisconsin on SH 59 in Transportation District 2, Waukesha County. The product is a cementitious pavement marking material with integral color and glass beads that is applied in conjunction with portland cement concrete pavements. A groove is milled into the pavement and the product is placed into the groove. The findings were that the Lumimark System had good performance in retroreflectivity and white color readings but was low in luminance and yellow color readings. The cost of the project installed was higher than an epoxy paint installed at 3 year intervals over 30 years using Present Worth economic analysis. Installation equipment was not adequate for long line installation applications. KW - Color KW - Concrete pavements KW - Costs KW - Demonstration projects KW - Economic analysis KW - Equipment KW - Glass beads KW - Installation KW - Luminance KW - Present value KW - Retroreflectivity KW - Road markings KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-03-02lumimark.pdf UR - https://trid.trb.org/view/724340 ER - TY - RPRT AN - 00932067 AU - Bobet, A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR USE AND TYPES OF RETAINING DEVICES PY - 2002/04 SP - 144 p. AB - A large number of types of retaining devices are currently available but their limitations, recommendations and guidelines are scattered in the technical literature. A synthesis study has been made in which different technologies have been investigated to develop guidelines for the use of the different types of retaining devices. For this purpose, an extensive literature review has been performed and a new classification has been proposed. An electronic database with 207 selected cases from the technical literature and the Indiana Department of Transportation (INDOT) archives has been created. The database stores the following information: (1) Type of Retaining Device; (2) Geometry; (3) Soil conditions; (4) Experience and Performance; (5) Construction; (6) Durability; (7) Economy; and (8) Special considerations. The information stored has been analyzed through a number of correlations. Two design flowcharts have been developed to identify the most cost-effective solutions based on the height of the wall, cost, and soil conditions: one for Fill Walls, and another one for Cut Walls. The conclusions and recommendations obtained are in agreement with guidelines from the Federal Highway Administration, and with specifications from the INDOT. The following is recommended for implementation: (1) Use the flowcharts developed as a preliminary decision-making tool to decide the optimum type of wall for a given project; and (2) the recommendations are based on up-to-date information. It is expected that with time design trends and wall typologies may become obsolete and new technologies may become available. It is recommended that the database and flowcharts be updated every five years. The flowcharts and additional notes provide general recommendations based on limited information. The flowcharts are not intended to cover all possible cases; they should be used for preliminary design and to facilitate engineering decisions. Site-specific conditions or project constraints may require a different solution than that provided by the charts. KW - Cost effectiveness KW - Costs KW - Cut walls KW - Databases KW - Design KW - Fill walls KW - Flow charts KW - Guidelines KW - Height KW - Literature reviews KW - Recommendations KW - Retaining walls KW - Soils KW - Specifications UR - http://ntl.bts.gov/lib/19000/19700/19777/PB2003100320.pdf UR - https://trid.trb.org/view/724317 ER - TY - RPRT AN - 00932385 AU - Science Applications International Corporation AU - Federal Highway Administration AU - Florida Department of Transportation TI - MIAMI REGIONAL ADVANCED TRAVELER INFORMATION SYSTEM PROJECT: FINAL EVALUATION REPORT PY - 2002/04 SP - 35 p. AB - In 1999 the U.S. Congress earmarked funds for selected projects that were assessed as supporting the improvements of transportation efficiency, promoting safety, increasing traffic flow, reducing emissions, improving traveler information, enhancing alternative transportation modes, building on existing intelligent transportation systems (ITS), and promoting tourism. A small number of these projects have been selected for evaluation under the Federal Highway Administration's (FHWA) Joint Program Office's (JPO) national ITS evaluation program. The Advanced Traveler Information System (ATIS) for Miami-Dade, Broward and Palm Beach (tri-county area) was among the selected projects. An evaluation of the project was developed and implemented. The evaluation was conducted as a case study/lessons learned evaluation intended to provide qualitative information to assist other jurisdictions considering similar deployments. This document presents the final report for the Miami Regional ATIS. KW - Advanced traveler information systems KW - Air quality KW - Broward Country (Florida) KW - Case studies KW - Evaluation KW - Intelligent transportation systems KW - Miami-Dade County (Florida) KW - Palm Beach County (Florida) KW - Regional transportation KW - Tourism KW - Traffic flow KW - Transportation modes KW - Transportation safety KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13678.html UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13678/13678.pdf UR - https://trid.trb.org/view/724456 ER - TY - RPRT AN - 00929179 AU - Nee, J AU - Ishimaru, J AU - Hallenbeck, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - HOV LANE PERFORMANCE MONITORING: 2000 REPORT PY - 2002/04 SP - 154 p. AB - High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates. This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2000. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to GP lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning of other HOV facilities. Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed reliability measures are provided in a separate report, "Evaluation Tools for HOV Lanes Performance Monitoring." KW - Data collection KW - High occupancy vehicle lanes KW - Monitoring KW - Performance KW - Public opinion KW - Puget Sound Region KW - Savings KW - Traffic violations KW - Travel time KW - Utilization UR - http://www.wsdot.wa.gov/research/reports/fullreports/506.1.pdf UR - https://trid.trb.org/view/719082 ER - TY - RPRT AN - 00930026 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Transportation Research Board TI - HIGHWAY RESEARCH AND TECHNOLOGY: THE NEED FOR GREATER INVESTMENT PY - 2002/04 SP - 61 p. AB - This report identifies current needs for highway research and technology (R&T) to address national issues, and proposes new approaches to developing R&T programs. The report's purpose is twofold: first, to identify highway R&T needs to assist sponsoring organizations as they develop their R&T programs and second, but importantly, to demonstrate the value of a partnership approach to carrying out national R&T. This report is a product of the National Highway R&T Partnership, a group convened in late 1998 by the Federal Highway Administration (FHWA), AASHTO, and the Transportation Research Board (TRB) to engage the full highway transportation community in the identification of R&T needs and to address the benefits to be realized by forming partnerships to fulfill those needs. The report deals mainly with the needs-identification phase. KW - American Association of State Highway and Transportation Officials KW - Benefits KW - Highways KW - Investments KW - National Highway R&T Partnership KW - Needs assessment KW - Partnerships KW - Research KW - Technology KW - Transportation Research Board KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/719450 ER - TY - RPRT AN - 00929155 AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration AU - Federal Railroad Administration TI - ARKANSAS STATE RAIL PLAN, YEAR 2002 PY - 2002/04 SP - v.p. AB - This report contains the Arkansas State Rail Plan - Year 2002, prepared pursuant to the issuance of Arkansas Highway Commission Minute Order 98-189. The plan is presented in three sections. Section I, State Rail System, contains a description of the current railroad system serving Arkansas. Section II, Rail Freight Issues, identifies major issues confronting the state's railroads and users of rail transportation. Section III, Rail Freight Development Strategies, examines programs and activities to improve railroad operations with suggested funding options and strategies for developing the state's railroads. KW - Arkansas KW - Development KW - Financing KW - Freight and passenger services KW - Freight transportation KW - Railroad transportation KW - Strategic planning UR - https://trid.trb.org/view/719840 ER - TY - RPRT AN - 00928059 AU - Blanton, S L AU - Thom, R M AU - Borde, A B AU - Diefenderfer, H AU - Southard, J A AU - Pacific Northwest National Laboratory AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF METHODS TO INCREASE LIGHT UNDER FERRY TERMINALS PY - 2002/04 SP - 31 p. AB - To address concerns of resource agencies about the potential impacts of ferry terminal expansion on valuable habitat functions and resource use of nearshore areas, the Pacific Northwest National Laboratory (PNNL), in partnership with the Washington State Department of Transportation, conducted field trials with off-the-shelf products that promote light passage through dock structures. These products included a SunTunnel (Trademark), deck prisms, and a metal halide greenhouse light. Light measurements (photosynthetically active radiation, PAR) were also recorded beneath glass blocks and a metal grating installed at Clinton Ferry Terminal on Whidbey Island, Washington. A review of other studies measuring the effects of dock shading and alternate dock materials was conducted. PAR measurements from this study were related to minimum requirements for eelgrass (Zostera marina) photosynthesis and to the known maximum photosynthetic "saturation" rate for Z. marina. The authors also related PAR measurements to what we know about light requirements for macroalgae and kelp, and light effects on juvenile salmonid feeding and passage under overwater structures. All of the light technologies tested could provide enough light for eelgrass growth underneath a ferry terminal that is being expanded or rebuilt if certain requirements are met. For example, all of the technologies (some singly and some in multiples) could provide adequate light for eelgrass if the dock is no greater than 15 ft above the eelgrass and certain air:water ratios are met. At increased distances between the deck and eelgrass, the air:water ratio and total distance light must travel begin to limit the technologies that could successfully be applied. In general, the products predicted to provide the most to the least light to eelgrass are the grating, SunTunnel (Trademark), metal halide greenhouse light, and prisms. Light levels required to allow fish to feed and to form schools are low (~1-2 micromol/sq m/s), and much less than those required for photosynthesis (Ali, 1959). Based on Ali's data this research indicates that installing any of the tested light products would likely maintain light levels under the dock above those required for active feeding by juvenile salmonids. KW - Docks KW - Eelgrass KW - Environmental impacts KW - Ferries KW - Ferry terminals KW - Glass blocks KW - Greenhouses KW - Habitat (Ecology) KW - Marine terminals KW - Metal grating KW - Photosynthesis KW - Prisms KW - Salmon KW - Shading KW - Sunlight UR - https://trid.trb.org/view/718771 ER - TY - RPRT AN - 00928053 AU - Hag-Elsafi, O AU - Lund, R AU - Alampalli, S AU - New York State Department of Transportation AU - Federal Highway Administration TI - STRENGTHENING OF CHURCH STREET BRIDGE PIER CAPBEAM USING BONDED FRP COMPOSITE PLATES: STRENGTHENING AND LOAD TESTING PY - 2002/04 SP - 35 p. AB - In this report, application of fiber reinforced polymer (FRP) laminated plates to strengthen the capbeam of Pier 3 of East Church Street Bridge in Chemung County, New York, is discussed. Addition of a concrete wearing surface and a median barrier to the bridge superstructure increased dead load, contributing to deficiency in moment and shear capacities of the capbeam structure. As a result, the concrete capbeam suffered flexural and shear cracking, and was considered for strengthening using bonded FRP composite plates. Service load tests were performed before and after the plates were installed, to investigate effectiveness of the strengthening system. Installation of the plates and results from the load tests are discussed in the report. KW - Before and after studies KW - Bridge piers KW - Capbeams KW - Chemung County (New York) KW - Cracking KW - Fiber reinforced plastics KW - Load tests KW - Pile caps KW - Plates (Engineering) KW - Strengthening (Maintenance) UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr138.pdf UR - https://trid.trb.org/view/718765 ER - TY - RPRT AN - 00928052 AU - Gawedzinski, M AU - Illinois Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SPRAYED-ON METALIZING FOR PRECAST PRESTRESSED CONCRETE I-BEAMS PY - 2002/04 SP - 23 p. AB - Cathodic protection has been used as an effective means of arresting corrosion in reinforced concrete. A galvanic system typically consists of a sacrificial anode, some form of adhesive or fastening system to secure the anode to the concrete, and an electrical connection between the anode and the corroded reinforcement. No external power or complex monitoring system is required. Galvanic systems are recognized for their simplicity and ability to operate with little or no maintenance for the life of the system. This research was conducted to evaluate "sprayed-on" galvanic cathodic protection systems as a means of extending the life of precast prestressed concrete I-beams. By arresting corrosion, the galvanic system can extend the life of the prestressing strands and reinforcing steel, postponing or minimizing the need for repairing structural members of the bridge. The Illinois Department of Transportation, Bureau of Materials and Physical Research conducted an evaluation of three different types of zinc-based metals as anodes for galvanic cathodic protection. The anodes were "metalized" onto the faces of several precast prestressed concrete I-beams of twin structures, west of Peoria, Illinois. This study was conducted to evaluate the metalizing process, and the different metals as anodes for consideration as alternative methods for galvanic cathodic protection. Evaluation of the three different types of "sprayed-on" anodes for galvanic cathodic protection indicate that the systems do not offer any improved amount of protection to the prestressing strands when compared to beams that were not treated. Results from the corrosion potential surveys indicate that the systems are not protecting the steel. It appears that the anodes do not develop enough current necessary to drive the ion exchange to arrest the corrosion process. KW - Anodes KW - Cathodic protection KW - Corrosion protection KW - Galvanizing KW - I beams KW - Performance KW - Precast concrete KW - Prestressed concrete KW - Prestressing strands KW - Reinforcing steel KW - Sprays (Materials) KW - Zinc alloys UR - http://www.dot.state.il.us/materials/research/pdf/141.pdf UR - https://trid.trb.org/view/718764 ER - TY - RPRT AN - 00928050 AU - Fish, M AU - Lane, R AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - ENHANCING GEOTECHNICAL INFORMATION WITH GROUND PENETRATING RADAR PY - 2002/04 SP - 21 p. AB - A research project was initiated through State Planning and Research funding to learn how well ground penetrating radar (GPR) can supplement or replace conventional test borings. The objective of the research was to determine if GPR could distinguish between and accurately determine the depth to different soil layers, locate the bedrock surface, find and measure the extent of bedrock fractures and subsurface voids, and map river bottom profiles within different locations throughout New Hampshire. GPR investigations were conducted at locations between test borings or where test borings could not be taken because of time constraints or difficulties with drill rig access. To date, GPR has been used as a supplement to the conventional test borings or as a sole source of subsurface information on a total of seventeen geotechnical projects. This report discusses the use of GPR on eight of these seventeen projects and includes sites where GPR was very effective, moderately helpful and of little use. Techniques employed for using GPR, and how the results were calibrated and verified are included in this report. KW - Air voids KW - Bedrock KW - Boreholes KW - Geotechnical engineering KW - Ground penetrating radar KW - Layered soils KW - River bottom profiles KW - Subsurface investigations UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12323u_report.pdf UR - https://trid.trb.org/view/718762 ER - TY - RPRT AN - 00928041 AU - Stammer, R E AU - Pratt, G AU - Vanderbilt University AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - STATEWIDE MODELING PRACTICES AND PROTOTYPE STATEWIDE MODEL DEVELOPMENT FOR TENNESSEE PY - 2002/04 SP - 120 p. AB - The primary purposes of this research were to 1) review and evaluate current statewide transportation modeling applications, and 2) develop a prototype statewide transportation model for Tennessee. This report contains six chapters. Chapter I contains an introduction to the research and outlines the intended research contributions. Chapter II provides a detailed literature review of state-of-the-practice methods in intercity passenger and freight forecasting as well as a survey of current practice of the states. Chapter III outlines data required and the data available for the statewide modeling process. Chapter IV contains an explanation and presentation of the parts of the statewide model and their implementation. Chapter V illustrates some of the possible uses of the proposed model. Chapter VI summarizes the research, relates the findings and conclusions of the research, and makes recommendations for future research in this field. KW - Data availability KW - Data needs KW - Forecasting KW - Freight transportation KW - Intercity transportation KW - Literature reviews KW - Mathematical models KW - Passenger transportation KW - State of the practice KW - Tennessee KW - Transportation UR - http://www.tdot.state.tn.us/longrange/reports/Res-1147.pdf UR - https://trid.trb.org/view/718753 ER - TY - JOUR AN - 00927470 JO - Freight News PB - Federal Highway Administration AU - Federal Highway Administration TI - BORDER WIZARD PY - 2002/04 SP - 2 p. AB - The Federal Highway Administration's Office of Freight Management and Operations, in cooperation with the Border Station Partnership Council (BSPC), has developed an analytical tool to assist in the coordination of improvements to border ports of entry. The Border Crossing Simulation Model (Border Wizard) is now in use. Border Wizard can simulate all federal inspection activities at any land border station to determine infrastructure, facility, and operational needs to ensure safe and secure operations. This article describes Border Wizard and its uses. KW - Border Crossing Simulation Model (Border Wizard) KW - Border regions KW - Infrastructure KW - Inspection KW - International borders KW - Needs assessment KW - Operations KW - Safety and security KW - Simulation UR - https://trid.trb.org/view/721370 ER - TY - JOUR AN - 00927471 JO - Freight News PB - Federal Highway Administration AU - Federal Highway Administration TI - AIR CARGO ELECTRONIC SUPPLY CHAIN MANIFEST (ESCM) PY - 2002/04 SP - 3 p. AB - Time pressures to deliver cargo more quickly than ever before have focused more attention on the ground-to-air intermodal link. Truck-to-air cargo movements grew rapidly in the 1990s and are expected to continue to increase in the future. Yet, the logistics links between these two modes are still largely maintained and regulated using paper- and telephone-based information exchanges. To respond to the needs of the marketplace and to ensure the security of air passengers and cargo shipments, the U.S. Department of Transportation is encouraging the development and use of new tools and processes. The American Trucking Associations Foundation is leading an effort to develop and test the first operational electronic air cargo manifest and security system in the United States. The goal of this test is to demonstrate the efficiency and security of an Internet-based electronic manifest system compared with traditional processes and paper-based manifest systems. Manufacturing, trucking, and airline companies are participating in this operational test at the Chicago-O'Hare International Airport and New York City-JFK International Airport service areas. This article describes the operational test and the benefits of the ESCM system. KW - Air cargo KW - Airlines KW - Chicago (Illinois) KW - Chicago O'Hare International Airport KW - Industries KW - Intermodal transfer KW - Intermodal transportation KW - Internet KW - John F. Kennedy International Airport KW - Logistics KW - New York (New York) KW - Security KW - Supply chain management KW - Trucking UR - https://trid.trb.org/view/721371 ER - TY - RPRT AN - 00925976 AU - McGhee, K K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A NEW APPROACH TO MEASURING THE RIDE QUALITY OF HIGHWAY BRIDGES PY - 2002/04 SP - 34 p. AB - This report describes a field survey that applied modern high-speed profiling technology to examine the ride quality of bridge decks. The results of the survey were used to explore how various structural, service, and condition characteristics influence and sustain the ride quality of bridges. Survey data were also used to assess the use of the traditional 3-m (10-ft) straightedge in achieving good ride quality. This was accomplished by conducting a simulated rolling straightedge analysis for each bridge profile and comparing its outcome to an International Roughness Index (IRI) for each bridge. Although the IRI provides a popular basis for judging the ride quality of roadway pavements, a follow-up analysis revealed that designed-in girder camber can easily contribute as much as 1000 mm/km (64 in./mi) of roughness as indicated by the IRI. This finding discouraged the continued pursuit of using the IRI to assess bridge smoothness and prompted a renewed focus on the rolling straightedge simulation. The paper concludes with a demonstration of how this simulated 3-m straightedge can be used as a tool to discourage bridge deck roughness while taking advantage of modern inertial (and high-speed) road profiling equipment. KW - Bridge decks KW - Field studies KW - High speed profiling KW - Highway bridges KW - International Roughness Index KW - Ride quality KW - Roughness KW - Smoothness KW - Straightedges UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r10.pdf UR - http://ntl.bts.gov/lib/37000/37000/37089/02-r10.pdf UR - https://trid.trb.org/view/718141 ER - TY - RPRT AN - 00925977 AU - Roosevelt, D S AU - Hanson, R A AU - Campenni, W M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - LESSONS LEARNED FROM A PILOT PROJECT OF AN AUTOMATIC VEHICLE LOCATION SYSTEM IN AN URBAN WINTER MAINTENANCE OPERATIONS SETTING PY - 2002/04 SP - 18 p. AB - This report documents the lessons learned during the evolution of the Virginia Department of Transportation's pilot project to use an automatic vehicle location (AVL) system during winter maintenance operations in an urban setting. AVL is a technology that locates vehicles using a global positioning system, monitors activities associated with the vehicle, transmits the location and activity information to a remote site, and displays the information on maps that are geo-referenced. An AVL system displays real-time information concerning the location and activity of vehicles and archives that information over an extended period for later analysis. The pilot project extended over three winter seasons from 1997 through 2000. Because of operational and institutional issues, system problems, and the mild winters during the life of the study, no financially quantifiable savings could be determined. The researchers concluded that AVL technology tracks vehicles performing winter maintenance operations to an acceptable degree of accuracy in a sufficiently timely manner and offered several suggestions to facilitate implementation. KW - Accuracy KW - Automatic vehicle location KW - Global Positioning System KW - Implementation KW - Pilot studies KW - Real time information KW - Urban areas KW - Winter maintenance UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r11.pdf UR - http://ntl.bts.gov/lib/19000/19400/19460/PB2002107248.pdf UR - http://ntl.bts.gov/lib/37000/37000/37091/02-r11.pdf UR - https://trid.trb.org/view/718142 ER - TY - RPRT AN - 00925971 AU - Bligh, R P AU - Bullard, D L AU - Menges, W L AU - Butler, B G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF TEXAS GRID-SLOT PORTABLE CONCRETE BARRIER SYSTEM PY - 2002/04 SP - 110 p. AB - The crash performance of the Texas Department of Transportation (TxDOT) Type 2 precast concrete traffic barrier (PCTB(1)-90) with joint type A is unproven with respect to the National Cooperative Highway Research Program (NCHRP) Report 350 guidelines. Under this project, Texas Transportation Institute (TTI) researchers and TxDOT engineers worked together to evaluate the crash performance of this barrier system and determine if cost effective modifications can be made to the barrier to meet NCHRP Report 350 criteria and limit dynamic deflections to practical levels. The research team performed various analyses to help assess the ability of the selected barrier systems to meet NCHRP Report 350 impact performance criteria prior to conducting the full-scale crash testing. Computer simulation techniques were used to support the analysis efforts. The simulation provided a more detailed understanding of the three-dimensional impact response of the barrier design. The program utilized in the computer modeling efforts was LS-DYNA. LS-DYNA is a general-purpose, explicit finite element code used to analyze the nonlinear dynamic response of three-dimensional inelastic structures. This code is capable of capturing many of the complex interactions that occur when a vehicle impacts a roadside safety structure. Limitations in the ability of existing material models to accurately capture concrete fracture and failure led to some simplifying assumptions regarding the model of the grid-slot connection. Nonetheless, the simulations assisted in the impact performance evaluation of the existing and modified designs. During the project, several retrofit connection designs were conceptualized for the objective of reducing dynamic barrier deflections. TxDOT engineers and TTI researchers developed these design modifications jointly. When developing these retrofit design options, factors such as impact performance, cost, ease of field installation, and aesthetics were considered. Three full-scale crash tests were performed to evaluate the safety performance of the selected barrier systems. The purpose of the testing was to assess compliance of the "grid-slot" portable concrete barrier (PCB) with NCHRP Report 350 and examine alternatives for reducing dynamic deflection. The tests were performed in the order of the cost effectiveness of the barrier modifications to investigate the relative improvement in crash performance. All three crash tests satisfied NCHRP Report 350 evaluation criteria. Although each barrier configuration met NCHRP Report 350 guidelines, researchers observed variations in performance associated with the different connection details. KW - Aesthetics KW - Barriers (Roads) KW - Compliance KW - Costs KW - Dynamic deflection KW - Impact tests KW - LS-DYNA (Computer program) KW - Median barriers KW - Modifications KW - National Cooperative Highway Research Program KW - NCHRP Report 350 KW - Performance KW - Precast concrete KW - Retrofitting KW - Simulation KW - Structural connection KW - Temporary barriers UR - http://tti.tamu.edu/documents/4162-1.pdf UR - https://trid.trb.org/view/718136 ER - TY - SER AN - 00925809 JO - Freight News PB - Federal Highway Administration AU - Federal Highway Administration TI - THE ELECTRONIC NATIONAL FREIGHT DIALOGUE PY - 2002/04 SP - 2 p. AB - The Federal Highway Administration's Office of Freight Management and Operations launched the Electronic National Freight Dialogue in early 2002. This Web-based activity provides a unique opportunity for the transportation community to share ideas, comment on current and emerging freight issues and trends, and identify future needs. Through the Electronic National Freight Dialogue, the Office of Freight Management and Operations will identify opportunities for federal programs to enhance the operations and management of the freight transportation network. The Web site is http://www.icfhosting.com/fhwa/nfd_disc.nsf/. This news brief discusses how to use the Dialogue, and how it will help in good decision making. KW - Decision making KW - Electronic National Freight Dialogue KW - Freight transportation KW - Internet KW - Management KW - Operations KW - Websites (Information retrieval) UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13632.html UR - https://trid.trb.org/view/720123 ER - TY - RPRT AN - 00925742 AU - Noerager, K AU - Lyons, W AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - EVALUATION OF STATEWIDE LONG-RANGE TRANSPORTATION PLANS PY - 2002/04 SP - 65 p. AB - This report is the result of a comprehensive review of statewide plans nationwide. The review also produced a database with detailed information on major characteristics of the statewide plans. The goals of the research were to assess how individual states approach a series of important transportation planning themes in their plans; to identify national planning trends from this analysis; and to highlight "noteworthy practices". The report is organized into modules covering eight topics: Financial planning; Freight transportation; Goals and performance measures; Major issues and challenges facing the state; Plan cycle; Public involvement; Relationships between state departments of transportation and other governmental agencies; and Safety. KW - Evaluation KW - Financing KW - Freight transportation KW - Government agencies KW - Long range planning KW - Performance KW - Public participation KW - State departments of transportation KW - States KW - Strategic planning KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/hep10/state/evalplans.pdf UR - https://trid.trb.org/view/717954 ER - TY - RPRT AN - 00924273 AU - McClellan, G H AU - Eades, J L AU - Gregory, J S AU - Fountain, K B AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND PETROLOGIC CHARACTERISTICS OF FLORIDA RIP RAP SOURCES PY - 2002/04 SP - 116 p. AB - This project evaluated the quality control methods currently in use by the Florida Department of Transportation (FDOT) for evaluating rip rap and how they relate to protocols proposed in recent literature. In addition, alternative test methods were developed and evaluated to accelerate the test period and provide results for predicting field performance as well as, or better than, current methods. The FDOT currently requires only specific gravity, sulfate soundness, and abrasion testing for rip rap quality control. KW - Abrasion tests KW - Accelerated tests KW - Alternatives analysis KW - Florida KW - Performance KW - Petrology KW - Properties of materials KW - Quality control KW - Riprap KW - Soundness test KW - Specific gravity KW - Test procedures UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_33_rpt.pdf UR - https://trid.trb.org/view/707711 ER - TY - RPRT AN - 00924103 AU - Edgar, R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MICROWAVE TRAFFIC DETECTOR AT CHEMAWA ROAD/INTERSTATE 5 INTERCHANGE PY - 2002/04 SP - 27 p. AB - In 2001, the Oregon Department of Transportation installed a microwave traffic detection sensor, and compared its performance to conventional inductive traffic loops. The objective of the study was to evaluate the capabilities of the microwave traffic detection sensor to function as a viable detection device in a signalized intersection. The sensor was to detect vehicles in advance of the intersection, providing "extension" and "call" functions for the signal controller. The microwave detector provides a non-intrusive method of detection and the need to cut grooves is eliminated. The microwave sensor can be installed and maintained from the shoulder area with lower impact on the motorist. Safety for highway workers is also improved. The Remote Traffic Microwave Sensor was installed and traffic counts made over four weeks. The microwave sensor generally counted lower than the traffic loops. Potential errors for various traffic conditions for both the inductive loops and the microwave sensor were identified and analyzed. Although the counts differ, the microwave sensor provides reasonable detection for the extension and call functions. This study did not look at long term performance or cost benefits of the detector. KW - Error analysis KW - Installation KW - Interchanges KW - Maintenance KW - Microwave detectors KW - Oregon KW - Signalized intersections KW - Traffic signal control systems UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/EffectMicrowaveTraffic.pdf UR - http://ntl.bts.gov/lib/19000/19200/19279/PB2002105447.pdf UR - https://trid.trb.org/view/707672 ER - TY - RPRT AN - 00924083 AU - Volle, T H AU - Illinois Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION OF BRIDGE DECKS WITH PRECAST, PRESTRESSED CONCRETE DECK PLANKS PY - 2002/04 SP - 72 p. AB - The purpose of this paper is to discuss the construction and early performance of two 1999-2000 bridge deck replacement state contracts in Illinois that included precast, prestressed concrete (PPC) deck planks. Metal stay-in-place forms used in one of the contracts are also briefly addressed. In 1997, the Illinois Department of Transportation and the prestress industry agreed to construct a few demonstration projects. The following year, the department began looking for some bridge projects that would be good candidates for incorporating PPC deck planks. In 1999-2000, two state-funded projects with a total of three bridges were constructed with PPC deck planks. The two PPC bridge deck projects were constructed as a deciding factor on lifting the moratorium on PPC deck planks. For these projects, the thickness of the planks was increased to 3.0 or 3.5 in., instead of the 2.5-in. planks used in the past. The maturity of the planks was required to be a minimum of 60 days at the time of the deck pour. The seating method for the 1999-2000 PPC planks included pre-installing leveling screws for filet adjustment and using polystyrene forms to contain the concrete between the planks. The construction and early performance of the two PPC bridge deck projects was evaluated. This report includes several conclusions and recommendations based on the findings. KW - Bridge decks KW - Construction KW - Demonstration projects KW - Formwork KW - Leveling KW - Performance KW - Polystyrene KW - Precast concrete KW - Prestressed concrete KW - Screws KW - Seating (Construction) KW - Thickness UR - http://www.dot.state.il.us/materials/research/pdf/139.pdf UR - http://ntl.bts.gov/lib/23000/23200/23212/139.pdf UR - https://trid.trb.org/view/707652 ER - TY - RPRT AN - 00923512 AU - Grossardt, T AU - Brumm, J AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - ENTERPRISE RESOURCE PLANNING PY - 2002/04 SP - 111 p. AB - The goal of this project was to assist the Kentucky Transportation Cabinet in improving the way data is gathered, maintained, and used in the Highway Information System (HIS). The procedure was to identify the critical uses of various data categories, the specific needs for that data, and how that matched up with how the data is handled currently. The end result is a database of metadata information about the HIS database itself. This will enable new users and those unfamiliar with the background of the HIS to easily locate information about how data was collected, how frequently it is updated, and the responsible parties for particular data types. KW - Data collection KW - Data needs KW - Databases KW - Highways KW - Information systems KW - Kentucky Transportation Cabinet KW - Metadata KW - Modernization UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_12_SPR221_00_1F.pdf UR - https://trid.trb.org/view/707427 ER - TY - RPRT AN - 00923513 AU - Heckel, L B AU - Illinois Department of Transportation AU - Federal Highway Administration TI - RUBBLIZING WITH BITUMINOUS CONCRETE OVERLAY - 10 YEARS' EXPERIENCE IN ILLINOIS PY - 2002/04 SP - 93 p. AB - About 16,000 out of 17,000 miles of the Illinois Department of Transportation's pavements were originally constructed as either jointed plain concrete, jointed reinforced concrete, or continuously reinforced concrete. Many of these pavements have been rehabilitated or are in need of rehabilitation. Typical repair of all portland cement concrete pavements is to repair the broken and D-cracked sections with patches and overlay with bituminous concrete. Bituminous concrete overlays of PCC pavements usually begin to fail at the reflected joints and patched areas of the old concrete pavement, in addition to areas where the underlying concrete has continued to deteriorate. Rubblization eliminates joints and cracks that may reflect through a bituminous concrete overlay. Ten projects using the rubblization method have been constructed in Illinois, seven of which incorporated experimental features and were closely monitored. The construction and performance of these seven projects are presented in this report. Performance has been very good, with less reflective cracking than on adjacent patch and overlay sections. KW - Bituminous overlays KW - Comminution KW - Concrete pavements KW - Illinois KW - Pavement performance KW - Prevention KW - Reflection cracking KW - Rehabilitation (Maintenance) UR - http://www.dot.state.il.us/materials/research/pdf/137.pdf UR - http://ntl.bts.gov/lib/23000/23100/23119/137.pdf UR - https://trid.trb.org/view/707428 ER - TY - RPRT AN - 00925812 AU - Sagues, Alberto A AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF SHRP CORROSION DIAGNOSIS PROJECTS IN PLANNING MAINTENANCE STRATEGIES FOR FLORIDA BRIDGES PY - 2002/03/31 SP - 43 p. AB - The Strategic Highway Research Program (SHRP) was active between 1988 and 1993 with support from Federal and State sources including Florida. A large part of the SHRP effort was aimed at developing techniques for the assessment and prevention of corrosion deterioration in bridges exposed to deicing salt regimes, of limited relevance to the modes of deterioration encountered in Florida Department of Transportation (FDOT) structures, or formulated in a manner that requires the development of implementation for specific service environments. In this project the suitability of the main products developed under SHRP C-101 and C-103 was evaluated for application to FDOT needs. Work concentrated on using the methodology for corrosion forecasting developed under C-103 as a starting point for a procedure suitable for marine substructure. Development consisted in introducing variability in the parameters responsible for corrosion initiation and propagation, obtaining equations for calculating the overall damage function for a marine substructure. Examples of application of the procedure are cited for the Escambia Bay Bridges, and for the analysis of corrosion prognosis for major Florida Keys bridges built using epoxy coated rebar. KW - Bays KW - Bridge substructures KW - Bridges KW - Corrosion KW - Epoxy coatings KW - Florida KW - Forecasting KW - Maintenance KW - Reinforcing bars KW - Reinforcing steel KW - Salt water areas KW - Strategic Highway Research Program KW - Strategic planning UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BB259rpt.pdf UR - http://ntl.bts.gov/lib/12000/12200/12239/index.html UR - https://trid.trb.org/view/717985 ER - TY - ABST AN - 01458606 TI - The Role of FHWA in In-Vehicle Guidance Information and Warnings AB - The purpose of this project was to explore the relationship and issues between internal drive information and external drive information in support of producing a seamless cognitive perspective to ensure efficient and effective decision-making for both navigation and avoidance of incidents. KW - Driver information systems KW - In vehicle sensors KW - Information dissemination KW - Research projects KW - Traffic safety KW - Warning systems UR - https://trid.trb.org/view/1226817 ER - TY - RPRT AN - 01044311 AU - Zimmerman, Kathryn A AU - Grogg, Max G AU - Bozkurt, Diyar AU - Applied Pavement Technology, Incorporated AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Effects of Maintenance Treatments on Asphalt Concrete Pavement Management PY - 2002/03/29/Final Report SP - 88p AB - Today’s state highway agencies (SHA) are faced with the challenge of maintaining the condition of their highway networks in an environment where funding levels are inadequate to address all of the pavement preservation needs identified. The use of preventive maintenance treatments is one example of a strategy that can be used to optimize the use of available funds. In order to demonstrate the effectiveness of preventive maintenance programs, it is important that the benefits, or effectiveness, of maintenance treatments be incorporated into the agency’s pavement management activities. This research study was initiated to improve the integration of maintenance into the pavement management process by addressing the following issues. (1) Determine whether the current pavement condition rating procedures are adequate to evaluate the impact of maintenance activities on the various condition indexes. (2) Identify feasible condition levels that indicate when various maintenance treatments are viable candidates. (3) Develop guidelines to model the impact of maintenance treatments on pavement conditions. (4) Develop guidelines to establish feedback loops between maintenance, construction, and pavement management. KW - Asphalt concrete pavements KW - Benefits KW - Chip seals KW - Crack seals KW - Effectiveness KW - Financing KW - Guidelines KW - Pavement maintenance KW - Pavement management systems KW - Pavement preservation KW - Preventive maintenance UR - http://www.sddot.com/business/research/projects/docs/SD2001_03_Final_Report.pdf UR - https://trid.trb.org/view/804661 ER - TY - ABST AN - 01460983 TI - Research Program Design---Administration of Highway and Transportation Agencies. Outsourcing of State DOT Delivery of Capital Programs AB - The objective of the study is to develop guidance on the outsourcing of major program responsibility of state transportation agencies. KW - Administration KW - Benefits KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Personnel KW - Project management KW - Research projects KW - Transportation departments UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=530 UR - https://trid.trb.org/view/1229201 ER - TY - ABST AN - 01459172 TI - Environmental Streamlining: Measuring the Performance of Stakeholders in the Transportation Project Development Process AB - No summary provided. KW - Development KW - Environmental impacts KW - Performance KW - Project management KW - Research projects KW - Streamlining KW - Transportation planning UR - https://trid.trb.org/view/1227384 ER - TY - ABST AN - 01460988 TI - Improved Conditioning Procedure for Predicting the Moisture Susceptibility of HMA Pavements AB - The objective of this research is to develop an improved conditioning procedure based on the environmental conditioning system (ECS) for evaluating the moisture susceptibility of compacted HMA in combination with the simpler performance test (SPT) validated in NCHRP Project 9-19. When combined with the SPT for mix design, or with the SPT or other appropriate tests for field quality control and acceptance (QC/QA), the improved conditioning procedure will be sensitive to the effects of normal variability in material and mix properties expected during laboratory mix design and field construction, and will exhibit acceptable levels of repeatability and reproducibility. KW - Asphalt pavements KW - Bituminous mixtures KW - Field tests KW - Hot mix asphalt KW - Mix design KW - Moisture content KW - National Cooperative Highway Research Program KW - Quality assurance KW - Quality control KW - Quality control KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=968 UR - https://trid.trb.org/view/1229206 ER - TY - RPRT AN - 00935459 AU - Hudson, W R AU - Monismith, C L AU - Dougan, C E AU - VISSER, W AU - Texas Research and Development Foundation AU - Federal Highway Administration TI - USE OF PMS DATA FOR PERFORMANCE MONITORING WITH SUPERPAVE AS AN EXAMPLE. VOLUME 1 PY - 2002/03/20 SP - 72 p. AB - The objective of this project was to examine how existing pavement management system (PMS) data and materials related data in various state departments of transportation (DOTs) could be used to evaluate the performance of new materials and concepts and to validate new design methods. In particular, Superpave was used as an ideal example and was carefully examined. A second objective was to determine what PMS data and other related data and factors the state DOTs collect on a common basis, which could be combined and used for multi-state data analysis. A third objective was to determine what could be done to make data from several state DOTs compatible and usable to others to the point that a common analysis could be made for the broader benefit of all state DOTs and thus the Federal Highway Administration. This report describes the project and, after an introduction, covers the following relevant topics: database requirements; ideal and actual characteristics of a PMS database; currently used and desirable DOT report techniques; concepts for linking various databases; requirements for this linking process; actual findings in the five state DOTs visited in relation to these requirements; examples of Superpave performance curves based on data from these states; Phase 2, the pathfinder study in Maryland; and other examples of new materials, methods and techniques that could benefit from this linking concept as a result of improved monitoring possibilities. The report ends with conclusions, findings and recommendations. KW - Data compatibility KW - Data linking KW - Databases KW - Materials KW - Monitoring KW - Pavement design KW - Pavement management systems KW - Performance KW - Recommendations KW - State departments of transportation KW - Superpave KW - Validation UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/pms.htm UR - https://trid.trb.org/view/725394 ER - TY - ABST AN - 01459183 TI - Journey to Work Trends in the United States AB - No summary provided. KW - Commuting KW - Research projects KW - Trend (Statistics) KW - Trip purpose KW - United States KW - Workplaces UR - https://trid.trb.org/view/1227395 ER - TY - RPRT AN - 00925959 AU - Elgaaly, M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - COMPOSITES IN BRIDGES PY - 2002/03/19 SP - 23 p. AB - Glass has been the predominant fiber in use because of an economical balance of cost and strength. Glass fibers are elastic until failure and exhibit negligible creep under controlled, dry conditions. E-glass comprises approximately 80 to 90% of the glass fiber commercial production. Polyester and vinyl ester are the resins most commonly used in civil structural applications; epoxy resins are used in aircraft, aerospace, and defense applications. Fiber reinforced plastic (FRP) products are available in bars, meshes, two and three dimensional grids, and structural shapes similar to steel. Most of the products are produced by pultrusion. Civil structural engineering applications of FRP have increased over the past few years. This is due to a high strength-to-weight ratio, high resistance to chemical attacks, low electric conductivity, vibration damping, high resistance to fatigue, low coefficient of thermal expansion, and most importantly tailor ability. Lack of communication between the composites and the construction industries resulted in a delay in the development of composites as building construction material. Unfortunately, companies in the composite industry have independently developed competitive products rather than working together to develop a large market. Moreover, they have not become involved in developing standards and specifications. KW - Bridges KW - Civil engineering KW - Competition KW - Composite materials KW - Epoxy resins KW - Fiber reinforced plastics KW - Glass fibers KW - Polyester resins KW - Product development KW - Vinyl resins UR - http://ntl.bts.gov/lib/19000/19400/19417/PB2002106766.pdf UR - https://trid.trb.org/view/718124 ER - TY - RPRT AN - 00933780 AU - Armour, R AU - Rose, D AU - Butler, S AU - Waters, T AU - SWEROAD AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF TECHNIQUES FOR CORRIDOR PRESERVATION IN SOUTH DAKOTA PY - 2002/03/15 SP - 187 p. AB - This report presents the results and recommendations of an assessment of techniques for corridor preservation in South Dakota. Corridor preservation has become an important issue for South Dakota's transportation planning and project delivery process. As the state's population grows, the demand for improved transportation infrastructure increases. To protect potential transportation corridors from increasing developmental pressures and to preserve these alignments for future use, corridor preservation techniques must be applied. The report provides a comprehensive assessment of available corridor preservation tools and offers guidance for application of these tools within South Dakota's legal environment and practical framework. This report serves as a reference for developing an effective corridor preservation plan for improvement projects throughout South Dakota's transportation system. It will be a useful document for transportation planners, engineers, environmental and right of way staff, along with private utility providers and local government planners and decision makers. The report: 1) Provides an assessment of the strengths and weaknesses of current statutes, regulations, ordinances, policies, and procedures employed to acquire property interests necessary for constructing and preserving the function of transportation corridors; 2) Recommends a "toolkit" of practical, best practice techniques - including statutes, regulations, ordinances, policies, and procedures - that state and local agencies in South Dakota can use to more effectively manage property interests; 3) Recommends and assesses the associated resource requirements of changes to agency organization, institutional roles, policies, and procedures that will improve public agencies' ability to preserve the function of transportation corridors; and 4) Assesses the benefits, resource needs, and other costs to public agencies and private interests of systematic corridor preservation. Broad-based stakeholder understanding of the benefits of an improved corridor preservation approach formed an important element of the project. KW - Benefits KW - Best practices KW - Corridor preservation KW - Costs KW - Evaluation and assessment KW - Local government agencies KW - Ordinances KW - Policy KW - Property acquisition KW - Property management KW - Regulations KW - Right of way (Land) KW - South Dakota KW - Stakeholders KW - State government agencies KW - Transportation corridors UR - http://www.sddot.com/business/research/projects/docs/SD2001_11_final_report.pdf UR - https://trid.trb.org/view/724877 ER - TY - RPRT AN - 00927565 AU - BAKER, S AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - CASE STUDY EVALUATION OF THE VIRGINIA DEPARTMENT OF TRANSPORTATION'S I-81 ITS PROGRAM PY - 2002/03/15 SP - 53 p. AB - The primary goal of this report is to provide information to the Sponsors, Policy Committee, and Management of the I-81 Intelligent Transportation Systems (ITS) Program that may improve the Program. In order to do this, the report focuses on the development of the Program and the lessons learned. Through lessons learned, recommendations are made about how the Program can be improved. The evaluation covers the period from November 1999 through September 2001. The period of performance for the conduct and writing of the evaluation was September 2001 through March 2002. There are three sections to this report. The first is a background description of the I-81 ITS Program, including a discussion of other ITS projects that may have influenced the Program. The second is an analysis of steps taken to develop the Program, and the third is a list of barriers the Program is facing and recommendations for how to overcome these challenges and improve the Program. KW - Analysis KW - Development KW - Evaluation KW - Intelligent transportation systems KW - Interstate highways KW - Recommendations UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13659/13659.pdf UR - https://trid.trb.org/view/718629 ER - TY - ABST AN - 01459199 TI - NEPA Streamlining Activities AB - No summary provided. KW - Administration KW - Environmental engineering KW - Environmental impacts KW - Environmental protection KW - Research projects KW - Streamlining UR - https://trid.trb.org/view/1227411 ER - TY - ABST AN - 01459389 TI - Coordinate & Develop a Corporate Strategy on Customer Feedback AB - No summary provided. KW - Customer satisfaction KW - Customers KW - Feedback control KW - Research projects KW - Surveys UR - https://trid.trb.org/view/1227602 ER - TY - CONF AN - 00933596 AU - Loh, C-H AU - Liao, W-I AU - Chai, J-F AU - Multidisciplinary Center for Earthquake Engineering Research TI - EFFECT OF NEAR-FAULT EARTHQUAKE ON BRIDGES: LESSONS LEARNED FROM CHI-CHI EARTHQUAKE PY - 2002/03/11 SP - p. 211-222 AB - The objective of this paper is to describe the responses from academic and engineering communities of Taiwan in reference to the revision of seismic design guidelines for bridge structures after the Chi-Chi earthquake. Because a lot of variable near-fault ground motion data was collected from the rupture of Chelungpu fault, seismic response of bridge structures subjected to these near-fault ground motions was examined carefully. To reflect the near-fault ground motion effect on bridge seismic design, guidelines with the consideration of near-fault ground motion effect were developed and implemented, and two-level seismic design of bridge structures was studied and proposed. Finally, a risk assessment methodology, based on vulnerability, was also developed to assist in decisions for reducing seismic risk due to failure of bridges. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Chi-Chi Earthquake (Taiwan) KW - Decision making KW - Earthquake resistant design KW - Earthquakes KW - Faults KW - Guidelines KW - Highway bridges KW - Risk assessment KW - Seismic vulnerability KW - Seismicity KW - Taiwan UR - https://trid.trb.org/view/727889 ER - TY - CONF AN - 00933621 AU - Sun, J AU - Manzanarez, R AU - Nader, M AU - Multidisciplinary Center for Earthquake Engineering Research TI - WEST ANCHORAGE DESIGN OF SAN FRANCISCO-OAKLAND BAY BRIDGE MAIN SPAN FOR SEISMIC LOADS PY - 2002/03/11 SP - p. 503-507 AB - Located at the rocky edge of the Yerba Buena Island, the west anchorage of the San Francisco-Oakland Bay Bridge suspension span serves as the anchor for this single tower self-anchored suspension bridge. With extensive comparative studies on numerous alternatives, the new looping cable anchorage system is recommended for the final design of the west anchorage of the self-anchored suspension span. The looping cable anchorage system essentially consists of a prestressed concrete portal frame, a looping anchorage cable, deviation saddles, a jacking saddle, independent tiedown systems, and gravity reinforced concrete foundations. This anchorage system is chosen for its dimensional compactness and structural efficiency as well as reliability under static and seismic loads. This paper describes the major design issues, design philosophy, and key structural elements of this innovative suspension cable anchorage system. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Anchorages KW - Earthquake resistant design KW - San Francisco-Oakland Bay Bridge KW - Suspension bridges UR - https://trid.trb.org/view/727914 ER - TY - CONF AN - 00933628 AU - Delis, E AU - Multidisciplinary Center for Earthquake Engineering Research TI - EXPANSION JOINTS FOR SEISMIC ISOLATED BRIDGES PY - 2002/03/11 SP - p. 545-550 AB - Much emphasis has been given to the analysis and design of bearings in seismically isolated bridges. However, not much research or effort has been made to the design of joints that can accommodate seismic movements. Until recently, the prevailing design philosophy was to accept damage at joints during a seismic event, which could be repaired or replaced at a later date. In shifting the seismic performance criteria from safety to functional approach, expansion joints have to tolerate not only large longitudinal and transverse movements but also vertical settlements. At the same time, they have to maintain full access to regular traffic almost immediately following the maximum considered earthquake. This paper presents recent designs and applications of seismic expansion joints in California bridges. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Base isolation KW - California KW - Earthquake resistant design KW - Expansion joints KW - Highway bridges UR - https://trid.trb.org/view/727921 ER - TY - CONF AN - 00933624 AU - Hutchinson, T C AU - Curras, C J AU - Boulanger, R W AU - Chai, Y H AU - Idriss, I M AU - Multidisciplinary Center for Earthquake Engineering Research TI - DYNAMIC RESPONSE OF BRIDGE STRUCTURES SUPPORTED ON EXTENDED REINFORCED CONCRETE PILE SHAFTS PY - 2002/03/11 SP - p. 521-525 AB - This paper describes results from a numerical study of the seismic performance of bridge and viaduct structures supported on extended, large-diameter, cast-in-drilled-hole (CIDH) pile shafts. The study included consideration of ground motion characteristics, site response, lateral soil resistance, structural parameters including geometric nonlinearity, and performance measures. The nonlinear dynamic analyses used a beam on nonlinear Winkler foundation (BNWF) framework to model the soil-pile interaction, nonlinear fiber beam-column elements to model the reinforced concrete section, and one-dimensional site response analyses for the free-field soil profile response. Earthquake ground motions with different frequency contents, intensities, durations and permanent displacements were used as rock outcrop motions in this study. The dynamic analyses were limited to the transverse response of a regular structural system such that a single bent could be analyzed independently. Results presented herein focus on how variations in the ground motion, structural and soil characteristics affect the overall system performance. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridges KW - Drilled shafts KW - Earthquake resistant design KW - Nonlinear dynamic analysis KW - Piles (Supports) KW - Seismicity KW - Soil structure interaction KW - Viaducts UR - https://trid.trb.org/view/727917 ER - TY - CONF AN - 00933625 AU - Inel, M AU - Aschheim, M A AU - Multidisciplinary Center for Earthquake Engineering Research TI - PROPORTIONING SUBSTRUCTURE COLUMNS OF SHORT BRIDGES FOR IMPROVED SEISMIC PERFORMANCE PY - 2002/03/11 SP - p. 527-531 AB - Empirical observations and analysis of the recorded response of two California bridges show that the flexibility of the bridge embankments has a significant effect on the displacement demands sustained by the substructure columns of short bridges responding to earthquake excitations. Computation indicates that the stiffness of the columns has little effect on peak displacement responses of short bridges, and bridges with flexible columns will transfer most of the lateral inertial force to the embankments via the deck and abutments. Because the deck and abutments provide a capable load path, the columns only need to maintain gravity load support while accommodating the lateral displacement demands. This understanding leads one to select columns with smaller diameters than typically result using the conventional R (or Z) factor design approach. Several benefits result from the use of smaller diameter columns: (1) damage to the columns is reduced or avoided; (2) the columns are less vulnerable to shear failures; and (3) the reduced size of the columns and foundations reduces construction costs. This paper suggests a new displacement based approach for design of the substructure columns for improved seismic performance to meet the specified seismic performance objectives. Strategies to determine the number of columns are discussed for cases in which seismic loading is the governing load combination. A case study compares the dynamic response of a short bridge designed according to the conventional and proposed approaches. The comparison illustrates that although the bridges with small diameter columns may have slightly larger displacement demands compared to bridges with conventional large diameter columns, the curvature and displacement ductility demands on the small diameter columns are either similar to or smaller than those in conventional columns. Designs using conventional columns were found to violate the Caltrans requirement for target displacement ductility under even moderate ground shakings, while the smaller diameter columns satisfied this requirement for all the ground motions considered. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge substructures KW - Case studies KW - Columns KW - Diameter KW - Dislocation (Geology) KW - Ductility KW - Earthquake resistant design KW - Earthquakes KW - Embankments KW - Flexibility KW - Highway bridges KW - Seismicity KW - Short span bridges UR - https://trid.trb.org/view/727918 ER - TY - CONF AN - 00933632 AU - Wesolowsky, M J AU - Wilson, J C AU - Multidisciplinary Center for Earthquake Engineering Research TI - IMPLEMENTATION OF SEISMIC ISOLATORS AND SUPPLEMENTAL DAMPERS IN CABLE-STAYED BRIDGES PY - 2002/03/11 SP - p. 569-574 AB - For near-field earthquakes, significant spectral accelerations can occur in the period range from 0.5 to 1.5 seconds and longer, the same range in which many cable-stayed bridges have significant mass participation. This combination of factors can result in large tower accelerations and base shear responses. One approach to deal with this potential vulnerability is to consider the use of seismic isolators and supplemental dampers. In this study, seismic isolators were modeled for three cable-stayed bridges and the bridges were subjected to time history analyses using near-field earthquake ground motion records. The isolators were found to be successful in reducing tower accelerations, while causing larger displacements at the top of the towers. The deck displacements were successfully approximated using the design approach proposed by Naeim and Kelly. With the isolators, it was possible to achieve reductions in base shears by more than 85% in the longitudinal direction, and 25% in the transverse direction. To control seismic displacements, supplemental dampers were added which effectively reduced the tower and deck displacements to levels that approached, or were less than, their pre-isolated counterparts. These mechanisms of passive structural control demonstrated that the goal of reducing tower accelerations and base shears can be successfully accomplished by the use of seismic isolators, and that the resulting increase in tower and deck displacements due to isolation can be effectively controlled with the use of supplemental dampers. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge decks KW - Cable stayed bridges KW - Dampers KW - Dislocation (Geology) KW - Earthquake resistant design KW - Retrofitting KW - Seismic isolators KW - Seismic vulnerability KW - Towers UR - https://trid.trb.org/view/727925 ER - TY - CONF AN - 00933634 AU - Sarraf, M AU - Bruneau, M AU - Multidisciplinary Center for Earthquake Engineering Research TI - BEHAVIOR OF DUCTILE STEEL RETROFITTED DECK-TRUSS BRIDGES PY - 2002/03/11 SP - p. 581-585 AB - Seismic evaluations of many existing deck truss bridges in recent years have revealed that in the event of a major earthquake, both substructure and superstructure would suffer damage. They are typically supported on non-ductile substructures and the superstructure lateral-load resisting system consisting of non-ductile bracing members and connections. The proposed seismic retrofit strategy includes replacing the existing non-ductile end and lower-end panel members with ductile steel frames, which can perform as ductile fuses. These fuses limit seismically induced forces exceeding capacities of both substructure and superstructure members, therefore allowing damage and energy dissipations to take place in a well predictable and ductile manner and only at the ductile retrofit panels. A performance-based seismic design procedure was developed and used to design retrofits for a 270-ft long prototype steel deck-truss bridge. The design procedure allows a special design of eccentrically braced frames, vertical shear-link and TADAS systems used as main ductile elements of the steel retrofit panels. The results of nonlinear time-history analyses of the as-built and retrofitted bridge indicated that the retrofitted bridge suffered no damage and the earthquake energy dissipated only through ductile retrofit devices. A series of pseudodynamic tests was performed on a 27-ft long, 1/10 scale, complete 3-dimensional model of the prototype steel deck-truss bridge fabricated at the University of Ottawa, to evaluate performance of both as-built and retrofitted conditions of the bridge model. A unique testing procedure was devised and the pertaining test set-up was designed and fabricated to simultaneously apply gravity and non-uniform lateral seismic forces. Test data confirmed the vulnerability of the bridge in the end and top lateral bracings, as well as in the intermediate cross frames. Two retrofits consisting of eccentrically braced frame and vertical shear link system were designed and implemented. Pseudo-dynamic testing of the retrofitted bridge proved the enhanced seismic performance and effectiveness of the proposed steel ductile retrofits. As the shape of hysteretic curves and test observations indicated, the steel shear-links of the retrofitted panels had a robust and ductile behavior. This paper explains the ductile steel retrofitting strategy for deck truss bridges. It presents a summary of test observations and data on seismic performance of a model deck-truss bridge in as-built and retrofitted conditions, as well as performance of ductile shear links used as main energy dissipating device in a deck-truss bridge. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Dissipation KW - Ductile steel frames KW - Ductility KW - Earthquake resistant design KW - Retrofitting KW - Scale models KW - Seismic vulnerability KW - Testing KW - Truss bridges UR - https://trid.trb.org/view/727927 ER - TY - CONF AN - 00933623 AU - Mackie, K AU - Stojadinovic, B AU - Multidisciplinary Center for Earthquake Engineering Research TI - BRIDGE ABUTMENT MODEL SENSITIVITY FOR PROBABILISTIC SEISMIC DEMAND EVALUATION PY - 2002/03/11 SP - p. 515-520 AB - Modeling the contribution of bridge abutments to overall bridge seismic response has been the focus of a significant research effort in the past decade. Many recent studies have shown how that abutment response significantly influences the response of short- and medium-length bridges. Some of these studies are based on sensitivity analyses using deterministic bridge models with varying abutment characteristics and capacities, and a relatively small number of earthquake ground motions. In this paper, a comparison of Probabilistic Seismic Demand Models (PSDMs) obtained using Probabilistic Seismic Demand Analysis (PSDA) is used to conduct a sensitivity study on how bridge abutment models affect seismic demand for short- and medium-length bridges. The advantages of this method are in a large number of earthquake ground motions used in the sensitivity analysis, and in a probabilistic interpretation and comparison of bridge demand. Abutment capacity is not considered at this point because of a shortage of reliable abutment capacity data. PSDMs are a part of a performance-based seismic design framework developed by the Pacific Earthquake Engineering Research (PEER) Center. This design framework is based on the principle of de-aggregation of uncertainties that define probabilistic performance-based seismic design. Given a class of structures, such as typical highway overpass bridges, PSDMs define the relation between seismic hazard and structural demand. They are typically used to compute the probability of exceeding an Engineering Demand Parameter (EDP), such as drift, given the value of a seismic hazard Intensity Measure (IM), such as Arias intensity. Comparison of PSDMs for bridges with systematically varied abutment models gives a probabilistic characterization of the effect of abutments and their importance in the overall seismic demand for a bridge. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge abutments KW - Earthquake resistant design KW - Highway bridges KW - Probabilistic seismic demand models KW - Seismic hazards KW - Seismic response KW - Seismicity KW - Sensitivity analysis UR - https://trid.trb.org/view/727916 ER - TY - CONF AN - 00933626 AU - Mavroeidis, G P AU - Papageorgiou, A S AU - Multidisciplinary Center for Earthquake Engineering Research TI - NEAR-FIELD GROUND MOTIONS AND THEIR IMPLICATIONS ON SEISMIC RESPONSE OF LONG-SPAN BRIDGES PY - 2002/03/11 SP - p. 533-537 AB - Near-field ground motions can be detrimental for long-period structures such as long-span bridges, high-rise buildings, base isolated buildings or bridges, and should be systematically considered and studied in the seismic hazard characterization of flexible structures. Until recently, however, the importance of the long-period ground motion components of the seismic response of long-span bridges was underestimated. The gradually increasing number of near-fault ground motion seismograms recorded by broadband digital strong motion instruments has recently enabled seismologists to understand and analyze the character of the near-source ground motions, and engineers to reevaluate and reconsider the design practices of long-span bridges. Despite the progress that has been accomplished, the recorded near-source strong ground motions should be complemented by analytical and numerical techniques that generate reliable synthetic ground motions appropriate for the engineering design of long-span bridges. In this direction, a modeling approach that combines (depending on the simulated frequency range) both deterministic and stochastic in nature methodologies can be employed. Alternatively, simple and reliable analytical models that adequately describe the nature of the impulsive near-fault motions both qualitatively and quantitatively may be used. Such mathematical models should be able to analytically represent empirical observations that are based on available near-field records. Furthermore, the input parameters of these models should have a clear physical meaning and be related to basic physical parameters of the fault rupture. In this paper, the authors discuss the main characteristics of the near-source ground motions, as well as their importance for the seismic response of long-span bridges. In addition, they present a simple mathematical expression for the representation of near-fault ground motions. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Earthquake resistant design KW - Long span bridges KW - Mathematical models KW - Near field KW - Seismic response KW - Seismicity UR - https://trid.trb.org/view/727919 ER - TY - CONF AN - 00933630 AU - Pantelides, C AU - Alameddine, F AU - Sardo, T AU - Imbsen, R AU - Cercone, L AU - Policelli, F AU - Multidisciplinary Center for Earthquake Engineering Research TI - STATE STREET BRIDGE: CFRP COMPOSITE SEISMIC REHABILITATION AND SPECIFICATIONS PY - 2002/03/11 SP - p. 557-561 AB - The State Street Bridge in Salt Lake City, was designed and built in 1965 according to the 1961 American Association of State Highway Officials Specifications, but the design did not consider earthquake-induced forces or displacements since wind loads governed the design. The bridge consists of four bents, each of which has four reinforced concrete columns and a bent cap supporting composite welded girders; the bents are supported on cast-in-place concrete piles and pile caps. A vulnerability analysis of the bridge was conducted and it was determined that the bridge had deficiencies in: (a) confinement of the column lap splice regions, (b) confinement of column plastic hinge zones, and (c) shear capacity of columns and cap beam-column joints. A seismic retrofit design was performed using Carbon Fiber Reinforced Polymer (CFRP) composites, which was implemented during the summer of 2000 and 2001 while the bridge was in service. The paper describes the design of the CFRP composite, which in addition to column jacketing, implemented a new "ankle wrap" for improving joint shear strength, and a new "U-strap" for improving anchorage of column bars; other rehabilitation measures included hinge restrainers. The paper also describes the specifications developed especially for the CFRP composite column jackets and the CFRP composite bent wrap; these included provisions for materials, minimum initial properties, required constructed thickness including an environmental durability reduction factor, surface preparation and finish coat requirements, as well as quality control and quality assurance provisions which included sampling and testing. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Anchorages KW - Bents KW - Carbon fibers KW - Cast in place concrete KW - Columns KW - Composite materials KW - Earthquake resistant design KW - Fiber reinforced plastics KW - Girders KW - Highway bridges KW - Hinge restrainers KW - Jacketing (Strengthening) KW - Joints (Engineering) KW - Pile caps KW - Piles (Supports) KW - Quality assurance KW - Quality control KW - Reinforced concrete KW - Retrofitting KW - Shear strength KW - Specifications UR - https://trid.trb.org/view/727923 ER - TY - CONF AN - 00933633 AU - Zayas, V A AU - Low, S S AU - Mokha, A S AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC ISOLATION OF BRIDGES SUBJECT TO STRONG EARTHQUAKE GROUND MOTIONS PY - 2002/03/11 SP - p. 575-579 AB - The application of friction pendulum seismic isolation to three important bridge structures subject to strong earthquake motions is presented. The Benicia-Martinez Bridge is one of three critical lifeline bridges in the San Francisco Bay Area and the seismic design performance criteria was that it should remain functional after a major earthquake. The design earthquake included very strong near-fault ground motions, with near-fault fling and deep soil site effects resulting in ground motion spectral accelerations over 7 g. The I-40 Mississippi River Bridge in Memphis, Tennessee, is a vital defense and commerce transportation link in the Memphis area. It is situated at the southeastern edge of the New Madrid Seismic Zone. The seismic performance goal for the seismic retrofit was that the bridge should remain "operational/serviceable" after a maximum probable "Contingency Level Earthquake" (2500 year return period). A viaduct section of the Trans-European Motorway that traverses the active Anatolian fault in northern Turkey was severely damaged in the 1999 Duzce Earthquake. A seismic assessment of the damaged viaduct was carried out and it was concluded that the viaduct could be economically repaired and retrofitted using seismic isolation. The extreme environmental conditions, coupled with the demanding performance requirements for the isolation system, which included accommodating permanent ground displacement at the fault crossing, dictated selection of friction pendulum bearings. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Base isolation KW - Benicia-Martinez Bridge KW - Bridges KW - Earthquake resistant design KW - Friction pendulum bearings KW - I-40 Mississippi River Bridge (Tennessee) KW - Retrofitting KW - San Francisco Bay Area KW - Seismic isolators KW - Trans-European Motorway KW - Turkey KW - Viaducts UR - https://trid.trb.org/view/727926 ER - TY - CONF AN - 00933622 AU - Capron, M R AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC RETROFIT OF THE US 40/I-64 DOUBLE DECK BRIDGE PY - 2002/03/11 SP - p. 509-513 AB - This paper presents a summary of the seismic retrofit of the US 40/I-64 Double Deck Bridge Complex in St. Louis, Missouri. This complex includes some 15,700 ft of elevated roadway with details typical of 1960s design standards. The discussion includes development of the retrofitting strategy for the over 65 million dollar project and a number of non-seismic issues that have been encountered on the project. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Double deck bridges KW - Earthquake resistant design KW - Highway bridges KW - Retrofitting KW - Saint Louis (Missouri) UR - https://trid.trb.org/view/727915 ER - TY - CONF AN - 00933627 AU - Correal, J AU - Saiidi, M S AU - Sanders, David AU - El-Azazy, S AU - Multidisciplinary Center for Earthquake Engineering Research TI - SHAKE TABLE RESPONSE OF FLEXURE-DOMINATED BRIDGE COLUMNS WITH INTERLOCKING SPIRALS PY - 2002/03/11 SP - p. 539-543 AB - Interlocking spirals as transverse reinforcement in bridge columns are being used especially in large rectangular cross sections not only because they provide more effective confinement than rectangular hoops but also because interlocking spirals make the column fabrication process easier. The behavior of columns with interlocking spirals has been studied only to a limited extent. The University of Nevada, Reno (UNR) is conducting a study on the seismic behavior of interlocking spirals columns. The study is funded by the California Department of Transportation. The study consists of experimental and analytical parts. The UNR shake table system is being used to test six large-scale models with interlocking spiral columns in the experimental part of the study. Two 1/4 scale flexure-dominated oval columns have already been tested in the strong direction. The spacing between center to center of the spirals (1.0 and 1.5 times the spiral radius) was the principal variable studied in the first two specimens. Preliminary analytical studies of the columns have been conducted. The bond slip and shear deflections were included to predict the force-displacement response. The shake table tests showed that the distance between the spirals did not adversely affect the shear capacity and that both columns failed in a very ductile manner with a displacement ductility capacity exceeding 8. Good agreement was also found between predicted and measured response envelopes. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bond slip KW - Bridges KW - Columns KW - Displacement ductility capacity KW - Scale models KW - Seismic response KW - Shaking table tests KW - Shear capacity KW - Shear deflections KW - Spacing KW - Spirals KW - Transverse reinforcement UR - https://trid.trb.org/view/727920 ER - TY - CONF AN - 00933629 AU - Karim, K R AU - Yamazaki, F AU - Multidisciplinary Center for Earthquake Engineering Research TI - DEVELOPMENT OF ANALYTICAL FRAGILITY CURVES FOR HIGHWAY BRIDGES CONSIDERING STRONG MOTION PARAMETERS PY - 2002/03/11 SP - p. 551-555 AB - The actual damages to highway systems from recent earthquakes have emphasized the need for risk assessment of the existing highway transportation systems. Due to earthquakes, highway bridges may experience various degrees of damage, e.g., slight, moderate, extensive, and complete. This damage information is useful for seismic retrofitting decisions, disaster response planning, estimation of direct monetary loss, and evaluation of loss of functionality. To predict the extent of probable damages, fragility curves are found to be useful tools. They show the probability of highway structure damages as a function of strong motion parameters. They allow estimating a level of damage probability for a known ground motion parameter. In this study, an analytical approach was adopted to develop the fragility curves for highway bridges based on numerical simulation. Four typical reinforced concrete (RC) bridge piers and two RC bridge structures were considered of which one is a non-isolated system and the other one is an isolated system, and they were designed according to the seismic design codes in Japan. A total of 250 strong motion records were selected from Japan, Taiwan, and the United States. Using the selected acceleration records, nonlinear time history analyses were performed, and the damage indices for the bridge structures were obtained. Using the damage indices and ground motion parameters, fragility curves for the four bridge piers and two bridge structures were constructed assuming a lognormal distribution. The relationship between the fragility curve parameters and over strength ratio of the structures was also obtained performing a linear regression analysis. It was found that there is a significant effect on the fragility curves due to the variation of structural parameters. A strong correlation was also observed between the fragility curve parameters and over strength ratio of the structures. The relationship between the fragility curve parameters and the over strength ratio of the structures may be a very useful tool to construct the fragility curves for the bridge structures knowing the over strength ratio only. The fragility curves obtained by following this approach may be useful for earthquake damage assessment of highway bridges in Japan. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge piers KW - Earthquake resistant design KW - Earthquakes KW - Estimating KW - Fragility curves KW - Highway bridges KW - Japan KW - Loss and damage KW - Probability KW - Regression analysis KW - Reinforced concrete bridges KW - Risk assessment KW - Seismicity UR - https://trid.trb.org/view/727922 ER - TY - CONF AN - 00933631 AU - Shen, J J AU - Yen, W P AU - O'Fallon, J AU - Multidisciplinary Center for Earthquake Engineering Research TI - RECOMMENDATIONS ON EXPERIMENTAL PROCEDURES FOR BRIDGE COLUMN TESTING PY - 2002/03/11 SP - p. 563-568 AB - In order to make bridge experiments more efficient in terms of providing reliable and comparable information, the Federal Highway Administration has conducted a systematic study on bridge testing methods. The most common procedures and issues are identified. Proper methods of specimen construction, loading procedure, as well as measurements and data format will be established to provide experimental researchers an easy reference that makes test results comparable to results from other tests. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridges KW - Columns KW - Recommendations KW - Test procedures KW - Testing KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/727924 ER - TY - CONF AN - 00933620 AU - Imbsen, R A AU - Amini, M AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC RETROFITTING CHALLENGES STIMULATE NEW INNOVATIONS FOR THE BENICIA-MARTINEZ BRIDGE PY - 2002/03/11 SP - p. 491-501 AB - The seismic upgrading of the Benicia-Martinez Bridge, now in the final stages of construction, is an excellent example of how a teaming approach spurs innovation to solve engineering challenges. The Benicia-Martinez Bridge is a high-level, deck-type, welded truss bridge with welded girder approach spans. This 6,215 ft-long structure carries traffic over Carquinez Strait between the cities of Benicia and Martinez. New innovations to be shared with the profession in this presentation include: (1) Implementation of the friction pendulum bearing into the retrofit of long span bridges, which includes design, testing, fabrication and installation; (2) Anchorage of existing caissons by core drilling 150-ft down through the caissons into bedrock using innovative monitoring and coring equipment; (3) Load testing of a drilled shaft and pipe piling anchorage using the Osterberg test method; (4) Rocking by allowing axial elongations of the foundation piles; and (5) Use of the world's largest friction pendulum isolation bearing. The concept of seismic isolation is combined with other strategies (e.g., strengthening, ductility, force limitation, etc.) to achieve critical lifeline performance for a maximum credible earthquake at a lower cost than could be achieved without isolation. If the bridge were strengthened without isolation, the full seismic inertia would be developed and transferred from the deck down through the truss system and bearings and reach to the substructure piers and foundations. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Anchorages KW - Base isolation KW - Benicia-Martinez Bridge KW - Bridge bearings KW - Bridge foundations KW - Drilled shafts KW - Earthquake resistant design KW - Friction pendulum bearings KW - Highway bridges KW - Innovation KW - Load tests KW - Piles (Supports) KW - Pipe piling KW - Retrofitting KW - Rocking KW - Truss bridges UR - https://trid.trb.org/view/727913 ER - TY - CONF AN - 00933616 AU - Ger, J AU - Straatmann, D AU - Patel, S AU - Gupta, S AU - Multidisciplinary Center for Earthquake Engineering Research TI - COST IMPACT STUDY FOR A TYPICAL HIGHWAY BRIDGE USING DIFFERENT RETURN PERIOD SEISMIC DESIGN MAPS PY - 2002/03/11 SP - p. 463-474 AB - This paper compares the costs of a typical three-span P/S I-girder bridge designed for seismic categories A, B, C, and D based on the current 1996 American Association of State Highway and Transportation Officials (AASHTO) Standard Specifications for Highway Bridges for a 500-year return period earthquake (i.e., 10% probability of exceedance in 50 years) as well as for different spectral response accelerations specified in the current U.S. Geological Survey map (1997 NEHRP Provisions) for a 2500-year return period earthquake (i.e., 2% PE in 50 years) which is being considered for future AASHTO Seismic Design Guidelines for Highway Bridges. For both 500-year and 2500-year design earthquakes, the mitigation of potential ground spreading due to abutment slope instability associated with liquefaction potential of soil using stone columns and deep mixed (cement-soil mix) columns are included in the cost estimation. The foundation flexibility is also taken into account in the bridge analysis and design. The cost comparison of this study can provide a general guideline on the bridge preliminary cost estimation, which can be very helpful for the preparation of the budget for highway projects. It also provides the cost impact on the significance of designing a bridge in the New Madrid seismic zone from a 500-year return period design earthquake to a 2500-year design earthquake. It indicates that the cost impact of changing from 10% PE design earthquake map to 2% PE design earthquake map is not significant for bridges at locations being classified as the current seismic categories B and C, if some conservative design provisions in the current AASHTO seismic design specifications are not adopted. However the cost may increase 19%, if a bridge located in the current seismic category D is designed using 2% PE design earthquake map instead of 10% PE design earthquake map. It also indicates that the improvement of abutment slope stability may increase bridge cost significantly if 2% PE earthquake is used. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Columns KW - Cost estimating KW - Costs KW - Earthquake resistant design KW - Girder bridges KW - Highway bridges KW - Liquefaction KW - Maps KW - Prestressed concrete KW - Return period KW - Seismic zones KW - Soil cement KW - Specifications KW - Stone UR - https://trid.trb.org/view/727909 ER - TY - CONF AN - 00933618 AU - Bruneau, M AU - Lee, K T AU - Mander, J AU - Multidisciplinary Center for Earthquake Engineering Research TI - CYCLIC TESTING OF TRUSS PIER BRACED LATTICED MEMBERS PY - 2002/03/11 SP - p. 479-483 AB - Analytical and experimental research is conducted to investigate the behavior of bridge truss pier brace members. The objective is to generate knowledge and results that can be broadly applicable to evaluate the seismic capacity of steel truss bridges of the type built during the first half of the 1900s throughout the United States. They were typically designed to resist wind forces, but not earthquakes. From a review of past practices, commonly used shapes and details that have been historically used for built-up members in steel truss bridge braced pier substructures were selected, and an experimental program has been devised whereby several cross-sectional shapes and geometric configurations of X-bracing are explored to ascertain the inelastic deformation capability of these critical elements. These tests are underway at the time of this writing. Knowledge from this experimental and analytical study will also be used to develop retrofit measures for members that are seismically vulnerable. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bracing KW - Cyclic tests KW - Earthquake resistant design KW - Inelastic deformation KW - Retrofitting KW - Seismic vulnerability KW - Truss bridges UR - https://trid.trb.org/view/727911 ER - TY - CONF AN - 00933612 AU - Sritharan, Sri AU - Abendroth, R E AU - Greimann, L F AU - Wassef, W G AU - Werff, J V AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC PERFORMANCE OF A CONCRETE COLUMN/STEEL CAP/STEEL GIRDER INTEGRAL BRIDGE SYSTEM PY - 2002/03/11 SP - p. 411-422 AB - This paper presents an overview of a research project that investigates integral concrete pier and steel girder bridge systems for seismic regions. The major aspects of this research are to design an integral connection for a two-span, prototype bridge that consists of a single column bent, steel girders and a steel cap beam; to perform experimental verification of the connection details; and to establish the overall seismic performance of the bridge system. Two test units at 1/3-scale were planned for the experimental component of this study. Testing of the first unit has recently been completed, which exhibited satisfactory seismic performance by developing the plastic moment capacity in the column, as intended in the design. The superstructure response was elastic, confirming the adequacy of the girder-to-cap and column-to-cap connection details. The design approach, connection details, observed behavior, and preliminary test results for the first test unit are also included in the paper. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge piers KW - Bridges KW - Concrete KW - Earthquake resistant design KW - Girders KW - Integral bridges KW - Pile caps KW - Plastic moment capacity KW - Scale models KW - Steel KW - Structural connection UR - https://trid.trb.org/view/727905 ER - TY - CONF AN - 00933619 AU - Hipley, P AU - Shakal, T AU - Huang, M AU - Multidisciplinary Center for Earthquake Engineering Research TI - CALTRANS/CSMIP BRIDGE STRONG MOTION INSTRUMENTATION PROJECT PY - 2002/03/11 SP - p. 485-489 AB - The California Department of Transportation (Caltrans) has been working with the California Strong Motion Instrumentation Program (CSMIP) of the Department of Conservation's California Geological Survey (CGS) for many years to place strong-motion sensors on various bridge structures and ground sites. The bridge instrumentation project encompasses both regular highway bridges and toll bridges. As of January 2002, 65 bridges ranging from small two span overcrossings with monolithic abutments to large seven-mile long toll structures have been instrumented for strong motion. This poster session report presents the current status of the bridge instrumentation project and discusses the sensor layouts for the three new large toll bridge structures to be built in the San Francisco Bay Area. Along with conventional instrumentation, many new and challenging placements of the sensors are in the works. Some new uses include placing sensors near the bottom of large diameter piles, instrumentation of suspension cables, recording pile cap rocking and translation, and using relative displacement sensors. Most of the new installations will have a phone connection and will be triggered at a set threshold by earthquakes. The records will be downloaded and automatically processed in the Sacramento office. This near-real-time data will be used for post-earthquake response including notification of emergency personnel. If there is a major earthquake, the data can be useful in determining which piers of large toll bridges should be inspected first. The data will also be used to verify current dynamic modeling techniques for bridge super- and sub-structures. Presently, nine downhole arrays are operational and are located in various regions around the State. These downhole arrays will record the subsurface motion of the soil at different geologic levels and the data will be used to substantiate vibration theories and soil modeling techniques. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - California KW - Earthquakes KW - Highway bridges KW - Instrumentation KW - Layout KW - Motion KW - Real time information KW - San Francisco Bay Area KW - Sensors KW - Subsurface motion KW - Toll bridges UR - https://trid.trb.org/view/727912 ER - TY - CONF AN - 00933608 AU - Mathur, R AU - Ketchum, M A AU - Orsolini, G AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC DESIGN OF CONCRETE TOWERS OF THE NEW CARQUINEZ BRIDGE PY - 2002/03/11 SP - p. 359-370 AB - The new Carquinez Strait Suspension bridge was designed to meet stringent seismic performance standards. Meeting these standards in the San Francisco Bay seismic environment required innovative design and analysis. The approach to achieving seismic performance is discussed, focusing on global issues, design of the 125-m tall concrete towers, and the 90-m deep drilled shaft foundations. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge foundations KW - Bridge towers KW - Drilled shafts KW - Earthquake resistant design KW - Innovation KW - San Francisco Bay Area KW - Suspension bridges UR - https://trid.trb.org/view/727901 ER - TY - CONF AN - 00933609 AU - Megally, S AU - Seible, F AU - Multidisciplinary Center for Earthquake Engineering Research TI - PRECAST SEGMENTAL BRIDGE SUPERSTRUCTURES: SEISMIC PERFORMANCE OF SEGMENT-TO-SEGMENT JOINTS PY - 2002/03/11 SP - p. 371-382 AB - Precast segmental bridges are not commonly constructed in high seismic zones because of lack of information on their seismic performance. A research program is currently in progress at the University of California, San Diego to investigate the seismic performance of precast segmental bridges. The research program consists of three phases, which involve large-scale laboratory tests and finite element analyses. This paper presents results of the first two phases of the experimental program. The objective of these experiments was to investigate the seismic performance of segment-to-segment joints of precast segmental bridge superstructures with different ratios of internal to external post-tensioning. In the first phase, the seismic performance of superstructure joints close to midspan with high positive flexural moments and low shears was investigated, whereas performance of joints close to the columns with high negative flexural moments combined with high shears was investigated in the second phase. Four large-scale test units were tested in each of the two phases with a total of eight test units. The joints of the first, third and fourth test units in each of the two research phases were epoxy bonded with no mild steel reinforcement crossing the segment-to-segment joints. The second test unit had reinforced cast-in-place deck closures at locations of segment-to-segment joints with the remaining portions of the joints connected by epoxy. In each of the two phases, the first and second test units were post-tensioned with internally bonded tendons, whereas the third test unit was post-tensioned with external tendons. Internally bonded tendons achieved half of the post-tensioning of the fourth test unit, whereas external tendons achieved the other half. Test units of the first phase were subjected to fully reversed cyclic loads simulating earthquake vertical motions, whereas cyclic loading of the second phase tests simulated earthquake longitudinal motions. The experiments showed that segment-to-segment joints could undergo significant opening and closure before failure. The experiments also showed that post-tensioning of the superstructure with external tendons only would result in higher displacement and ductility, minimum residual permanent displacements and minimum loss of the effective prestressing force after earthquake occurrence. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bonding and joining KW - Bridge superstructures KW - Dislocation (Geology) KW - Ductility KW - Earthquake resistant design KW - Epoxy resins KW - External tendons KW - Finite element method KW - Highway bridges KW - Internal tendons KW - Joints (Engineering) KW - Laboratory tests KW - Performance KW - Posttensioning KW - Precast concrete KW - Repeated loads KW - Segmental construction UR - https://trid.trb.org/view/727902 ER - TY - CONF AN - 00933615 AU - Manceaux, D A AU - Multidisciplinary Center for Earthquake Engineering Research TI - APPLICATION OF THE NEW LRFD GUIDELINES FOR THE SEISMIC DESIGN OF HIGHWAY BRIDGES PY - 2002/03/11 SP - p. 451-461 AB - In July 1996 the National Highway Institute presented Course No. 13063, titled "Seismic Design of Highway Bridges." This course provided step-by-step guidelines for the seismic design and analysis of bridges using the American Association of State Highway and Transportation Officials (AASHTO), Division IA design specifications. In conjunction with the course, seven seismic design examples of common bridges were published. Recently, new "Recommended LRFD Guidelines for the Seismic Design of Highway Bridges" have been developed based on National Cooperative Highway Research Program (NCHRP) Project 12-49, FY '98. Since the new Guide Specifications differ significantly from the AASHTO, Division IA Specifications, an example illustrating use of the new Guide Specifications will help bridge engineers learn the new guidelines more quickly. This paper utilizes Design Example #1 from the set of design examples previously published and applies the new seismic guidelines to the example. It provides a discussion on the designers' perspective on using the new Load and Resistance Factor Design (LRFD) Guide Specifications by comparing a structure designed with both specifications. Since the design examples have been widely distributed and used by many practicing bridge engineers, this comparison may help designers to understand the application of the new methods along with any resulting differences from the previous method, Division IA-Seismic Design, for the example selected. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Case studies KW - Earthquake resistant design KW - Guidelines KW - Highway bridges KW - Load and resistance factor design KW - Specifications UR - https://trid.trb.org/view/727908 ER - TY - CONF AN - 00933617 AU - Marsh, M L AU - Nutt, R V AU - Mayes, R AU - Friedland, I M AU - Multidisciplinary Center for Earthquake Engineering Research TI - TESTING OF THE LRFD BRIDGE SEISMIC DESIGN PROVISIONS THROUGH A COMPREHENSIVE TRIAL DESIGN PROCESS (ABSTRACT ONLY) PY - 2002/03/11 SP - p. 475 AB - The Multidisciplinary Center for Earthquake Engineering Research (MCEER), with funding from the Federal Highway Administration (FHWA), has organized and is conducting a trial design program using the "Recommended LRFD Guidelines for the Seismic Design of Highway Bridges." The "Recommended LRFD Guidelines" were prepared by MCEER and the Applied Technology Council (ATC), on the basis of the results of the American Association of State Highway and Transportation Officials (AASHTO)-sponsored National Cooperative Highway Research Program (NCHRP) Project 12-49, "Comprehensive Specification for the Seismic Design of Bridges." The majority of States represented on the AASHTO Bridge Committee's T-3 technical committee (Seismic Design) are participating in the trial design program, as are several other States and the Central Federal Lands Division of the FHWA. Each participating agency is preparing at least one complete design using the "Recommended LRFD Guidelines," in order to assess and quantify the impacts if and when the Guidelines are implemented and adopted by AASHTO as a Guide Specification. The results of the program will also assist in identifying any significant problems with the provisions contained in the Guidelines themselves. Due to the variety of bridge types, construction practices, and seismic hazard and soils conditions found throughout the United States, the trial design program will exercise the majority of provisions contained in the "Recommended LRFD Guidelines." It is anticipated that the AASHTO Bridge Committee will make a decision regarding adoption of the Guidelines as an AASHTO Guide Specification in 2002 based, in large part, on the results of this program. The trial design program was initiated in December 2001, and will be completed in April 2002. This presentation provides an overview of the program and summarizes some of the key findings from it. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - American Association of State Highway and Transportation Officials KW - Earthquake resistant design KW - Field studies KW - Guidelines KW - Highway bridges KW - Load and resistance factor design KW - Specifications KW - United States UR - https://trid.trb.org/view/727910 ER - TY - CONF AN - 00933611 AU - Ashour, Mohamed AU - Norris, G AU - Singh, J P AU - Multidisciplinary Center for Earthquake Engineering Research TI - CALIBRATION OF STRAIN WEDGE MODEL PREDICTED RESPONSE FOR PILES/SHAFTS IN LIQUEFIED SAND AT TREASURE ISLAND AND COOPER RIVER BRIDGE PY - 2002/03/11 SP - p. 397-409 AB - This paper describes the calibration of the Strain Wedge Model (SWM) response using the Treasure Island and Cooper River bridge test measured data. The SWM, initially developed to assess the relationship between one-dimensional beam on elastic foundation (BEF) or so called "p-y" curve behavior and three dimensional soil pile interaction, has been extended to include laterally loaded piles/shafts in liquefiable soil. Because the SWM relies on the undrained stress-strain characterization of the soil as occurs in the triaxial test, it is capable of treating one or more layers of soils that experience limited or full liquefaction. This paper provides a methodology to assess the post-liquefaction response of an isolated pile/shaft in sand under an applied pile/shaft head load/moment combination assuming undrained conditions in the sand. The degradation in soil strength due to the free-field excess porewater pressure, generated by the earthquake that results in developing or full liquefaction, is considered along with the near-field excess porewater pressure generated by lateral loading from the superstructure. Current design procedures assume slight or no resistance for the lateral movement of the pile in the liquefied soil which is a conservative practice. Alternatively, if liquefaction is assessed not to occur, some practitioners take no account of the increased free-field excess porewater pressure, and none consider the additional near-field excess porewater pressure due to inertial interaction loading from the superstructure; a practice that is unsafe in loose sands. The paper characterizes the reduction in pile response and the changes in the associated p-y curves due to a drop in sand strength and Young's modulus as a result of developing liquefaction in the sand followed by inertial interaction loading from the superstructure. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge superstructures KW - Bridges KW - Calibration KW - Earthquake engineering KW - Lateral loads KW - Liquefaction KW - Liquefiable soil KW - Mathematical models KW - P-Y curves KW - Piles (Supports) KW - Pore water pressures KW - Sand KW - Shafts (Bridges) KW - Soil strength KW - Soil structure interaction KW - Strain wedge model KW - Undrained conditions KW - Young's modulus UR - https://trid.trb.org/view/727904 ER - TY - CONF AN - 00933613 AU - Mayes, R L AU - Friedland, I M AU - Multidisciplinary Center for Earthquake Engineering Research TI - RECOMMENDED LRFD GUIDELINES FOR THE SEISMIC DESIGN OF HIGHWAY BRIDGES PY - 2002/03/11 SP - p. 425-436 AB - This paper provides an overview of the proposed seismic design provisions that have been developed to replace those currently in use throughout the United States. The proposed provisions include two-level design procedures, advanced analytical tools such as push-over, updated ground motion data, new site characterizations, simplified methods for lower seismicity regions, and more comprehensive liquefaction provisions. Many of the developments that have followed in the wake of recent earthquakes have been incorporated into the proposed provisions. The effort has been conducted and overseen by broad-based and nationally recognized teams. The proposed provisions are now being used in trial designs around the country and will be considered for adoption in Guide Specification form in 2002 by the American Association of State Highway and Transportation Officials. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - American Association of State Highway and Transportation Officials KW - Earthquake resistant design KW - Guidelines KW - Highway bridges KW - Liquefaction KW - Load and resistance factor design KW - Seismicity KW - Specifications KW - United States UR - https://trid.trb.org/view/727906 ER - TY - CONF AN - 00933610 AU - Pantelides, C AU - Duffin, J AU - Ward, J AU - Delahanty, C AU - Reaveley, L AU - Multidisciplinary Center for Earthquake Engineering Research TI - IN-SITU TESTS OF AS-IS AND RETROFITTED RC BRIDGES WITH FRP COMPOSITES PY - 2002/03/11 SP - p. 383-395 AB - The paper presents the results of three in-situ quasi-static tests performed on three reinforced concrete bridge multi-column bents. The bridge was built in 1963 but the design did not consider earthquake-induced forces or displacements since wind loads governed the design. The tests comprised the following: a test of Bent #4 with the deck removed; a test of Bent #5 with half the deck load; and a test of Bent #6 with half of the deck load and retrofitted with a carbon fiber reinforced polymer (FRP) composite seismic retrofit. All three bents were strengthened with a reinforced concrete grade beam connecting the pile caps under each of the columns. The lower bound of performance was exhibited by Bent #4, followed by Bent #5; Bent #6 performed exceptionally well as compared to the other two bridge bents, reaching a drift of 6%. The paper describes an analytical model of the bents including soil-structure interaction and the FRP composite seismic retrofit design. In addition, the paper describes the damage sequence, and a comparison of observed behavior and the behavior predicted by finite element models. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bents KW - Carbon fibers KW - Composite materials KW - Fiber reinforced plastics KW - Field tests KW - Finite element method KW - Loss and damage KW - Mathematical models KW - Mathematical prediction KW - Performance KW - Reinforced concrete bridges KW - Retrofitting KW - Soil structure interaction UR - https://trid.trb.org/view/727903 ER - TY - CONF AN - 00933614 AU - Martin, G R AU - Marsh, M L AU - Anderson, D G AU - Mayes, R L AU - Power, M S AU - Multidisciplinary Center for Earthquake Engineering Research TI - RECOMMENDED DESIGN APPROACH FOR LIQUEFACTION INDUCED LATERAL SPREADS PY - 2002/03/11 SP - p. 437-450 AB - In support of the recent National Cooperative Highway Research Program (NCHRP) Project 12-49 study to develop the next generation of seismic design guidelines for new bridges, a detailed study of design approaches to evaluate and mitigate liquefaction-induced lateral spread deformations was undertaken. The motivation for this study was the recommended increase in design return period for the "Maximum Considered Earthquake" (MCE) to 2475 years (probability of exceedance of 3% in 75 years) in contrast to the current American Association of State Highway and Transportation Officials (AASHTO) Division 1-A value of 475 years (probability of exceedance of 15% in 75 years). Prior to the study, concerns had been expressed by representatives of several state transportation agencies that costs could be significantly increased for mitigation of impacts from liquefaction-induced lateral spread on a bridge structure. In this paper, the design approach developed in the study, as documented in the Recommended Load and Resistance Factor Design (LRFD) Guidelines for the Seismic Design of Highway Bridges, is summarized. The approach described offers a method for evaluating lateral spread potential, and if required, optimizing mitigation requirements. The method is simple to use and is within the capabilities of a normal team of geotechnical and bridge engineers. Case studies of two liquefaction-prone sites and their respective bridges (one in Washington State and one in Missouri) are briefly outlined to demonstrate the approach. The scope of the study included simplified and nonlinear effective stress liquefaction analyses, estimation of lateral spread deformations, evaluation of structural and ground modification mitigation options, and evaluation of impacts. The study focused on design differences between the recommended MCE design provisions and the current AASHTO design provisions, and led to a recommended design approach for liquefaction induced lateral spreads. The conclusions from the study indicate that for the Missouri site, no additional costs were necessary to address the recommended MCE event versus the current AASHTO event, while for the Washington site, costs were only slightly increased. In drawing these conclusions, the importance of pile pinning effects in reducing lateral ground deformations was identified, together with the need to recognize that mobilization of moment ductility in piles should be acceptable in MCE collapse prevention events. While the effects of the proposed change in return periods were small for the two selected cases, other specific sites could possibly be affected to a greater degree, depending on the particular combination of soil conditions and bridge type. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Case studies KW - Costs KW - Earthquake resistant design KW - Highway bridges KW - Lateral spread deformation KW - Liquefaction KW - Load and resistance factor design KW - Maximum considered earthquake KW - Missouri KW - Pile pinning KW - Washington (State) UR - https://trid.trb.org/view/727907 ER - TY - CONF AN - 00933603 AU - Alameddine, F AU - Imbsen, R A AU - Multidisciplinary Center for Earthquake Engineering Research TI - ROCKING OF BRIDGE PIERS UNDER EARTHQUAKE LOADING PY - 2002/03/11 SP - p. 299-311 AB - Current design of a seismically resistant bridge column with a fixed connection to the footing requires the plastic hinge to form in the column away from the footing. This mechanism is used in new design but is rather expensive to achieve in older structures to be retrofitted for enhanced seismic performance. In some situations, rocking still needs to be evaluated for new structures where spread foundations are used. In California, older columns are supported on footings that can be lumped into two categories: a) Spread footings resting on relatively dense material or footings resting on piles with weak tension connections to the footing cap (This latter group is treated similarly to spread footings since a strategy can be considered to ignore the supporting piles in tension provided the existing footing has enough structural capacity to overcome the limited demand from the piles going in tension.); and b) Footings with adequate capacity to resist the piles tension and compression forces. This study focuses on the first category where rocking behavior of the bent is used since it offers an alternative to the use of tie-downs for the footing or adding more piles to create a fixed condition. Favorable rocking behavior was reported back in 1963 by Housner comparing the post earthquake survivability of slender structures despite the appearance of instability against the damage of much more stable appearing structures. The effect of duration on overturning is also discussed in that paper. Housner mentioned also that the concept of representing the effect of an earthquake by a certain static lateral force may be quite misleading. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bents KW - Bridge piers KW - Bridges KW - California KW - Columns KW - Compression KW - Earthquake resistant design KW - Footings KW - Piles (Supports) KW - Retrofitting KW - Rocking KW - Spread footings KW - Tension UR - https://trid.trb.org/view/727896 ER - TY - CONF AN - 00933606 AU - Fischinger, M AU - Isakovic, T AU - Multidisciplinary Center for Earthquake Engineering Research TI - APPLICABILITY OF THE PUSHOVER BASED PROCEDURES FOR BRIDGES PY - 2002/03/11 SP - p. 335-344 AB - Introducing new performance-based design procedures, pushover analysis has become increasingly popular. However, many of these procedures are simply extrapolated from buildings, not taking into account specific characteristics of the bridge structures. The specific and complex response of the bridge may preclude the use of the static, pushover based analysis. Thus, the objective of the reported research has been to identify the cases where the pushover analysis is acceptable and the cases where more rigorous inelastic time-history analysis is required for viaduct structures. Several cases of a three span single column bent viaduct were analyzed in the transverse direction. The stiffness of piers, the eccentricity of mass, the boundary conditions at the abutments, and the reinforcement of columns were varied. The N2 method, which combines inelastic static (pushover) analysis of the MDOF system and inelastic spectrum analysis of an equivalent SDOF system, was used. The results of the N2 procedure were compared by the inelastic time-history analysis. Although the N2 method frequently yielded similar results as the inelastic time-history analysis, there were several cases, where the two methods yielded significantly different results, not only quantitatively but also qualitatively. Qualitative differences were found in cases where the torsional structural stiffness was smaller than the flexural one. Other important parameters that influence the seismic response of viaducts in the transverse direction include the ratio of the stiffness of the deck and piers, eccentricity, boundary conditions at the abutments, and the relative strength of the columns. A "regularity index" has been proposed as a numerical measure to help the designer to decide about the suitability of the pushover analysis for bridges. The index is defined as a relative difference between the areas bounded by the normalized displacement lines obtained within the first and second iteration of the N2 method. A general conclusion has been that the pushover based procedures for bridges should be used with care. In a case of rather complex bridges, time-history analysis may be a more suitable solution. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge decks KW - Bridge design KW - Bridge piers KW - Columns KW - Earthquake resistant design KW - Eccentricity KW - Performance based specifications KW - Pushover analysis KW - Stiffness KW - Strength of materials KW - Time history KW - Transverse direction KW - Viaducts UR - https://trid.trb.org/view/727899 ER - TY - CONF AN - 00933607 AU - Sanders, David AU - Laplace, P AU - Saiidi, S AU - El-Azazy, S AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC PERFORMANCE OF REINFORCED CONCRETE BRIDGE COLUMNS PY - 2002/03/11 SP - p. 345-356 AB - Eight columns were tested under multiple El Centro earthquake motions until failure using a shake table. Four columns were detailed using pre-1971 Caltrans guidelines while four used new current details. The four older columns were flexural columns while the new columns consisted of two designed for flexural failure and two for shear failure. The first column (as-built) failed due to severe lap-splice failure at very low ductility. The second and third columns were retrofitted with a steel jacket while the fourth used a carbon wrap. The columns performed well based on ductility but the lap-splice did not reach yielding as per design. The carbon wrap performed significantly better than the steel jacket retrofits, providing higher lap-splice bar strains and larger ductility. The flexurally dominated new columns had the same configuration as the older style column with the addition of more confining reinforcement. These columns had an aspect ratio of 6.5. Columns preformed well with significant spalling and bar buckling at the end of the test. The two shear dominated columns had an aspect ratio of 3. The shear columns were tested in double curvature using a unique dual link system. The two sets were subjected to different loading paths. In the shear column, a severe shear failure followed by total collapse occurred at 3.25 x El Centro. The collapse was significantly affected by axial load. Current shear capacity equations were used to compare measured versus calculated capacity. Strain rate was shown to be significant for the columns. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Axial loads KW - Carbon KW - Collapse KW - Columns KW - Ductility KW - Earthquake resistant design KW - Flexural strength KW - Jacketing (Strengthening) KW - Lap-splice failure KW - Performance KW - Reinforced concrete bridges KW - Retrofitting KW - Shaking table tests KW - Shear capacity equations KW - Shear strength KW - Steel KW - Strain (Mechanics) UR - https://trid.trb.org/view/727900 ER - TY - CONF AN - 00933602 AU - Kirkwood, K AU - Zhu, T-J AU - Taylor, P AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC REHABILITATION DESIGN AND CONSTRUCTION FOR THE PORT MANN BRIDGE, VANCOUVER, B.C. PY - 2002/03/11 SP - p. 285-296 AB - The Port Mann Bridge spans the Fraser River and is a vital link in the transportation infrastructure of Vancouver, British Columbia carrying approximately 110,000 vehicles per day. Constructed between 1960-64 the bridge totals 6866 ft (2092 m) in length and is currently being seismically rehabilitated to safety level standards. The elegant 1920 ft (585 m) long main span is the second longest continuous tied-arch in the world and was the first orthotropic steel deck bridge constructed in North America. The deck is supported by closely spaced transverse floorbeams that span between main tie girders that are, in turn, supported by arch ribs. The tie girders and arch ribs are large steel box cross-sections. The north and south approaches are curved in plane and are, respectively, 3223 ft (982 m) and 1723 ft (525 m) long and consist of three-span-continuous steel girders supporting a composite concrete deck. Three different span lengths (and associated girder depths) are found: 125 ft (38.1 m), 175 ft (53.3 m) and 225 ft (68.6 m). This paper examines both design and construction challenges of the seismic upgrade which consists of rehabilitating elements of the main span, approach spans and north approach soils densification (including soils under the river itself). Major analysis and design efforts were undertaken to optimize the interaction of the superstructure, substructure and soils to arrive at a cost-effective rehabilitation solution. Both subduction and non-subduction earthquakes were considered. Time-history analyses with multi-support excitation were performed with concrete pier stiffnesses based on pushover analysis results. An iterative process was used to adjust pier stiffnesses to arrive at matching displacement demands between pushover and time-history analyses. Geotechnical challenges were posed by the greatly varying soils profiles along the bridge alignment. For analysis purposes, six zones were designated, each with its own dynamic characteristics for propagating firm rock accelerations to ground level. Furthermore, foundation types and conditions vary, requiring close collaboration among the geotechnical and structural design team members to ensure superstructure-substructure-soil interaction compatibility. This paper examines the rationale behind the various types of retrofits and the interdependence of superstructure, substructure and soil behavior. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge piers KW - Earthquake resistant design KW - Geotechnical engineering KW - Highway bridges KW - Port Mann Bridge KW - Pushover analysis KW - Rehabilitation (Maintenance) KW - Retrofitting KW - Soil profiles KW - Soil structure interaction KW - Stiffness KW - Vancouver (Canada) UR - https://trid.trb.org/view/727895 ER - TY - CONF AN - 00933604 AU - Cooper, T R AU - Showers, J I AU - Multidisciplinary Center for Earthquake Engineering Research TI - LEGACY PARKWAY SEISMIC DESIGN: STRATEGIES FOR DEVELOPING A HIGH PERFORMANCE STRUCTURE WITH TYPICAL BRIDGE DESIGN FEATURES ON A DESIGN-BUILD PROJECT PY - 2002/03/11 SP - p. 313-322 AB - The Legacy Parkway Project in Salt Lake City, Utah requires that the structures be designed to perform as "essential" structures and therefore perform under seismic loads such that they can be used soon after the design seismic event. The project is at a site with relatively high ground acceleration (0.6 g) and soft soils. This results in applied spectral coefficients of 1.2 g. While this type of performance criterion is usually achieved through rather extravagant and costly designs, the Legacy Parkway design and construct team has achieved such seismic performance of the structures using solutions typical to more common bridges. The initial phase of the design-build process provided an opportunity to complete seismic evaluation and design of typical structures considering a variety of factors such as steel and concrete superstructures, single and multiple column bent configurations, and multiple site soil conditions. This paper discusses the approaches used to achieve a high level of seismic performance using typical bridge design elements, and also discusses some of the value engineering concepts that were developed to achieve the high level of performance using typical, off-the-shelf bridge construction elements. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bents KW - Bridge design KW - Bridge superstructures KW - Columns KW - Design build KW - Earthquake resistant design KW - Salt Lake City (Utah) KW - Soft soils KW - Value engineering UR - https://trid.trb.org/view/727897 ER - TY - CONF AN - 00933598 AU - Ballantyne, D AU - Pierepiekarz, M AU - Chang, S AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC VULNERABILITY ASSESSMENT OF THE SEATTLE-TACOMA HIGHWAY CORRIDOR USING HAZUS PY - 2002/03/11 SP - p. 237-248 AB - The seismic vulnerability of 214 bridges along three highways, I-5, SR-167, and SR-99, between Seattle and Tacoma, Washington, was modeled using HAZUS. The U.S. Geological Survey developed six ground motion scenarios for representative earthquakes from the Cascadia Subduction Zone, the Deep Benioff Zone, and crustal earthquakes. The ground motions were amplified for site response using modified NEHRP amplification factors based on soil classifications developed by the Washington State Department of Natural Resources (DNR). The resulting ground motion maps were input into HAZUS 99. DNR also developed liquefaction mapping for the study area that was input into HAZUS. Bridge data were provided by the Washington State Department of Transportation (WSDOT), and modified to properly represent bridges that had been upgraded. Bridges in the WSDOT database were classified in accordance with the HAZUS bridge types. Some bridge classifications were modified to better represent the year various design standards were implemented in Washington. Pushover analyses were conducted on several representative bridges to check the validity of the fragility curves in HAZUS 99. There was good concurrence. HAZUS 99 was run, and expected bridge damage states for the six scenarios output and mapped. For the three intermediate scenarios, an average of 26 out of 214 bridges were estimated to suffer extensive damage or collapse. In the most severe scenario, 40 bridges were rendered unusable. Based on individual bridge damage states, the probability of each highway segment along the corridor was estimated. Recovery times were estimated by HAZUS 99 and mapped by highway segment indicating the probability of being open immediately following, 3 months, 6 months, and one year following the event. Three scenarios had highway segments that had closures exceeding 6 months, and the most severe scenario, closures exceeding a year. The regional economic impact due to one of the smaller events was estimated. Over 20 businesses were interviewed to identify the likely effect on their operations, costs, and revenues. Highway outage and recovery times were provided to each business. Based on these results and a regional economic model, impacts were estimated at $3 billion in reduced business income, and a loss of 39,000 jobs in the year following the event. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Businesses KW - Collapse KW - Earthquakes KW - Economic impacts KW - Forecasting KW - HAZUS (Computer model) KW - Highway bridges KW - Highway closure KW - Income KW - Interviewing KW - Liquefaction KW - Loss and damage KW - Regional economics KW - Seattle (Washington) KW - Seismic vulnerability KW - Tacoma (Washington) KW - Unemployment UR - https://trid.trb.org/view/727891 ER - TY - CONF AN - 00933600 AU - Gajer, R AU - Hapij, A AU - Ettouney, M AU - Multidisciplinary Center for Earthquake Engineering Research TI - PUSHOVER ANALYSIS OF MASONRY PIERS PY - 2002/03/11 SP - p. 261-270 AB - Masonry towers/piers have been used in bridge construction for hundreds of years. They are present in the construction of all types of bridge systems. The behavior of these masonry towers during seismic events is of concern to bridge owners, as well as bridge engineers. A distinctive characteristic of masonry structures is their composition of two distinct materials: the masonry blocks and the mortar. Masonry blocks can be natural stones, such as granite or limestone, oven-baked clay, or concrete blocks. Reinforcement has been used in the past to add strength, however, its detailing may not be sufficient to add ductility. Any of these materials can exhibit very different engineering properties. The composition and properties of mortar also vary considerably. When dealing with older masonry towers, the effects of aging can also make the properties of blocks and mortar even more varied. The tensile strength of the mortar is much weaker than the compressive strength of both the mortar and the masonry blocks. This inherent nonlinearity of the masonry towers/piers makes it particularly difficult to approximate the seismic behavior of the masonry system using an equivalent linear (elastic) approach. For a realistic seismic analysis and safe, yet cost effective, retrofit measures, an analysis method that recognizes the basic material properties of both mortar and masonry blocks is needed. Pushover analyses have been utilized in the recent past to address the structural nonlinearities during seismic events, in a simple manner. This paper investigates the use of pushover analysis method for the seismic analysis of masonry towers/piers. First, a baseline, high-resolution analysis method is utilized to investigate the effects of different factors on the pushover behavior of masonry piers. Second, two simplified analytical methods are introduced and their results are compared with the baseline method. It is shown that even though the computational effort of the simplified methods is much less than the high-resolution method, the simplified methods produce realistic and accurate results. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Aging (Materials) KW - Blocks KW - Earthquake resistant design KW - Masonry bridges KW - Masonry piers KW - Mortar KW - Nonlinearity KW - Pushover analysis KW - Retrofitting KW - Tensile strength UR - https://trid.trb.org/view/727893 ER - TY - CONF AN - 00933605 AU - Dowell, R K AU - Hines, E M AU - Multidisciplinary Center for Earthquake Engineering Research TI - PLASTIC HINGE LENGTH OF REINFORCED CONCRETE BRIDGE COLUMNS PY - 2002/03/11 SP - p. 323-334 AB - The displacement capacity of a reinforced concrete bridge column is a function of the curvature capacity of the critical section, column height and equivalent plastic hinge length. Capacity design philosophy requires the column displacement capacity to be greater than the maximum displacement demand from seismic loading. Therefore, the plastic hinge length is of critical importance in determining the seismic safety of reinforced concrete bridge structures. The University of California at San Diego (UCSD) plastic hinge length expression has been used extensively in California and elsewhere and has worked well for typical circular and rectangular bridge columns. However, recent column tests at UCSD, comprised of highly confined boundary elements separated by a shear wall and similar to the new East Bay Spans of the San Francisco-Oakland Bay Bridge (SFOBB), Second Benicia Martinez Bridge and Third Carquinez Strait Bridge indicate that the plastic hinge length for unusual section geometries may be more than twice the length from the current expression. This increase is due to additional tension shift associated with the wider columns and demonstrates an overly conservative design using the existing expression. The UCSD plastic hinge length expression is empirically based and is a function of the column length and longitudinal rebar size. Aspect ratio, axial load ratio, longitudinal steel ratio and transverse steel ratio are not included in the hinge length determination. In the paper a new plastic hinge length expression is derived from the idealized moment-curvature response and the diagonal shear crack angle in the hinge region, found from the 3-component UCSD shear equation. The new plastic hinge length expression is derived from basic principles, which allows it to be used for any section shape. Longitudinal steel and axial load ratios influence the plastic hinge length indirectly by changing the idealized moment-curvature response. The amount of transverse steel and the aspect ratio also affect the plastic hinge length by modifying the shear crack angle and the amount of tension shift. It is a simple expression intended for design and analysis. The new approach results in more economical designs for wide bridge columns and has been used for prediction analysis of the Longitudinal Column Test of the SFOBB at UCSD. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - Columns KW - Earthquake resistant design KW - Equations KW - Moment-curvature response KW - Plastic hinge KW - Reinforced concrete bridges UR - https://trid.trb.org/view/727898 ER - TY - CONF AN - 00933599 AU - Horton, T AU - Fok, E AU - Matsuda, E AU - Hughes, W AU - Tseng, W S AU - Mallare, C AU - Chen, K AU - Multidisciplinary Center for Earthquake Engineering Research TI - GROUND MOTIONS, DESIGN CRITERIA, AND SEISMIC RETROFIT STRATEGIES FOR THE BAY AREA RAPID TRANSIT DISTRICT BRIDGE AND OTHER STRUCTURES PY - 2002/03/11 SP - p. 249-260 AB - In 1989, the Loma Prieta earthquake caused significant damage to the transportation infrastructure in the San Francisco Bay Area. However, the Bay Area Rapid Transit (BART) system sustained very minor damage and was able to resume service within a few hours. The BART system was critical to meeting transportation needs following the Loma Prieta earthquake, especially between the East Bay and San Francisco. It is acknowledged that ground motions impacting BART during future earthquakes could greatly exceed those experienced during the Loma Prieta earthquake. Consequently, the system is being evaluated for retrofit, incorporating the latest ground motion and design technology lessons learned. The California Department of Transportation (Caltrans) is providing funding assistance and oversight for BART structures that cross over public streets and highways. The work on the retrofit project began in September 2000 and is expected to continue in phases over the next 5-9 years with a total construction cost currently estimated at $1.3 billion. Over the next year, BART and the General Engineering Consultant (Bechtel/HNTB) will be performing the following tasks: (1) Development of design ground motions and seismic retrofit design criteria, with emphasis placed on using the latest technology to maintain serviceability after a major earthquake; and (2) Identifying seismic vulnerabilities and developing retrofit measures for bridges and other structural elements. This report provides an overview of the BART system and its history, and then discusses the special challenges faced by the retrofit program team. The authors describe how risk management methodologies are being applied to the development of retrofit alternatives, and provide some history of BART seismic design criteria and their development. The critical understanding of ground motions acting on the BART system is discussed extensively, as are a variety of possible retrofit alternatives. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Alternatives analysis KW - Bridges KW - Earthquake resistant design KW - Earthquakes KW - Loma Prieta Earthquake, October 17, 1989 KW - Rapid transit KW - Retrofitting KW - Risk management KW - San Francisco Bay Area KW - San Francisco Bay Area Rapid Transit District KW - Seismic vulnerability KW - Seismicity UR - https://trid.trb.org/view/727892 ER - TY - CONF AN - 00933601 AU - Lee, T S AU - Jackson, T AU - Anderson, R R AU - Multidisciplinary Center for Earthquake Engineering Research TI - INNOVATIVE DESIGNS OF SEISMIC RETROFITTING THE POSEY AND WEBSTER STREET TUBES, OAKLAND/ALAMEDA, CALIFORNIA PY - 2002/03/11 SP - p. 271-284 AB - This paper presents state-of-the-art and practice for an innovative seismic retrofit of the Posey and Webster Street Tubes in the San Francisco Bay Area. The tubes are immersed tunnels, connecting Oakland with the Island of Alameda, California. The tubes are located between two major faults, Hayward Fault and San Andreas Fault in the State of California, both capable of generating horizontal ground acceleration of about 0.5 g at the site. The Loma Prieta earthquake in 1989 with an estimated horizontal ground acceleration of about 0.2 g at the site was the most recent major seismic event that occurred near Posey-Webster Street Tunnels. The California Department of Transportation (Caltrans) officially recognized these two tubes as candidates for retrofit in the comprehensive seismic retrofit program for highway structures throughout California. This paper discusses the innovative design of seismically retrofitting the two tubes. Liquefaction of the hydraulically placed backfills could cause buoyancy of the tubes with the resulting displacements causing catastrophic failure of the tubes' precast joints. Two different design approaches are used to mitigate liquefaction potentials. For the Posey Tube, the design involves installing jet grout columns to create cut-off walls adjacent to the tube to prevent potential buoyancy of the tube during and after a magnitude 7.25 earthquake. This design is innovative as it isolates the liquefied soil from flotation by the jet grout walls, and is considered to be first of its kind to be employed in an immersed tunnel. For the Webster Street Tube, two methods of installing stone columns are used to densify sandy soils surrounding the tube; one is called the Pipe-pile method and the other the bottom feed vibroflotation method. The Pipe-pile method is believed to be the first of its kind to be applied to densify soils adjacent to an immersed tube in the world. The bottom feed vibroflotation method, though used to stabilize loose soils, has never been employed to densify soils surrounding an immersed tube in the U.S. To verify the design concept and the constructibility of the three methods, a demonstration program was instituted and implemented by Caltrans in the summer of 2000. Results of the demonstration program have been incorporated into the Phase I construction where the joints between precast segments and the joints between the tubes and portal buildings are being released to allow displacements and limit the forces. This paper also presents some of the findings and recommendations of the demonstration program as well as the joint repair work performed at the site. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Alameda (California) KW - Bottom feed vibroflotation method KW - Columns KW - Cutoff walls KW - Demonstration projects KW - Earthquake resistant design KW - Grout KW - Hayward Fault KW - Immersed tube tunnels KW - Innovation KW - Jet grout columns KW - Liquefaction KW - Loma Prieta Earthquake, October 17, 1989 KW - Oakland (California) KW - Pipe-pile method KW - Retrofitting KW - San Andreas Fault KW - San Francisco Bay Area KW - Sandy soils KW - Soil densification KW - Soil stabilization KW - Stone KW - Tunnels UR - https://trid.trb.org/view/727894 ER - TY - CONF AN - 00933584 AU - Abrahams, M J AU - Wang, J-N AU - Wahl, P M AU - Bryson, J A AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC DESIGN OF THE RAVANEL BRIDGE, CHARLESTON, SOUTH CAROLINA PY - 2002/03/11 SP - p. 85-94 AB - Charleston, South Carolina is well known for the 1886 magnitude 7.3 earthquake that was reported to have caused church bells to ring from Cuba to Boston. Recent site specific seismic studies suggest that during the past 2000 to 5000 years up to 6 large earthquakes of magnitudes similar to the 1886 event have occurred and they appear to have resulted from the same earthquake source. This paper discusses the Ravanel Bridge, a cable-stayed bridge being designed to span the Cooper River, as a replacement for two older truss type bridges. The design was selected by the South Carolina Department of Transportation, based on a design-build competition. Upon its scheduled completion in 2004, the new bridge will be the longest cable stayed bridge in North America, with a main span of 1546 ft and a cable supported span length of 3296 ft. It will carry 8 lanes of traffic and a 12-ft walkway/bikeway. Including the high level approaches, ramps and interchanges, approximately 11,300 ft of new bridge structure is being constructed under this project. The superstructure for the cable-stayed span consists of two 6 ft 6 in. deep steel edge girders and steel floorbeams composite with precast concrete deck panels. The high level approach spans will utilize continuous composite steel girders, while the lower level interchanges will utilize composite precast prestressed concrete bulb tee girders and composite steel girders on the lower level curved ramps. Drilled shaft foundations will be used throughout. Due to the history of large earthquakes and presence of deep underlying soil deposits, there are important seismic design issues to be addressed for the Ravanel Bridge. The new design utilizes 10 ft diameter drilled shafts over 200 ft deep at the main span towers, with an ultimate capacity of approximately 27,000 kips per shaft. Similar sized drilled shafts are used throughout the high level approach spans. A detailed finite element model of the main bridge and adjacent high level approaches was developed for use in analysis of seismic and non-seismic loads. Foundation elements (pile-caps, piles and soil stiffnesses) are explicitly defined in the global analytical model. In addition to linear multi-mode response spectrum analysis, inelastic nonlinear time history analysis is being utilized for seismic design of the main and high level approach spans. The time history analyses includes spatial variation time histories (multiple support excitation) to capture wave travel, local site and spatial incoherence effects of ground motions and nonlinear soil springs, determined based on extensive site-specific geotechnical evaluations. The paper discusses the overall project with particular emphasis on the seismic design and detailing and how key issues are being addressed under a tight schedule in a design-build environment. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Arthur Ravenel Jr. Bridge (South Carolina) KW - Bearing capacity KW - Bridge approaches KW - Bridge foundations KW - Bridge superstructures KW - Cable stayed bridges KW - Charleston (South Carolina) KW - Design build KW - Drilled shafts KW - Earthquake resistant design KW - Finite element method KW - Geotechnical engineering KW - Highway bridges KW - Interchanges KW - Mathematical models KW - Seismicity UR - https://trid.trb.org/view/727877 ER - TY - CONF AN - 00933586 AU - Maroney, B AU - Abbas, S AU - Sah, M AU - Houlahan, G AU - Ingham, T AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC DESIGN OF THE SKYWAY SECTION OF THE NEW SAN FRANCISCO-OAKLAND BAY BRIDGE (ABSTRACT ONLY) PY - 2002/03/11 SP - p. 107 AB - The seismically vulnerable eastern span of the San Francisco-Oakland Bay Bridge will be replaced with a dual, 3.5-km long parallel structure. The bridge will be situated between the Hayward and the San Andreas faults, which can generate large earthquakes. Performance criteria require that the bridge be operational following a 1500-year return period earthquake from either of these two faults. The middle 2.0 km of the new bridge consist of a segmental concrete "skyway" with spans varying from 96 to 160 m in length. This will be constructed using the balanced cantilever method of segmental construction. The superstructure is a box girder 9 m deep at the pier and 5.5 m deep at midspan. The box is 25 m wide and designed to carry either 5 lanes of highway traffic with standard shoulders or 4 lanes of traffic with a light rail system. Mid-span hinges between longitudinal frames allow longitudinal expansion and contraction due to creep, shrinkage and temperature changes. An internal steel beam assembly at the hinge provides shear transfer and moment resistance in addition to controlling deflections at the cantilever end of each frame. A typical footing is supported by six 2.5 m diameter battered piles. The average length of these piles is about 100 m. They consist of driven steel shells with a composite reinforced concrete fill in the upper section. The design of the pile caps is based on capacity design principles. In order to transfer the over-strength moments from both the pier and the piles, they are to be constructed from (concrete encased) structural steel. The piers are box shaped and sculpted to architecturally match the main pylon of the signature suspension bridge. The typical dimensions are 6.5 m x 8.5 m. The main reinforcement is placed in the four corners of the box; heavy confinement is provided with closely spaced hoops to ensure ductile behavior. The pier is the most critical element in the bridge from a seismic design standpoint; it is the only element designed to yield and form plastic hinges during a safety evaluation earthquake. The design approach was to adopt a stiff foundation system thereby controlling pile cap elastic displacements to acceptable levels and minimizing the potential for permanent pile cap offsets. A relatively stiff foundation system was achieved through the use of large diameter battered piles. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Batter piles KW - Beams KW - Bearing capacity KW - Box girders KW - Bridge piers KW - Bridge superstructures KW - Earthquake resistant design KW - Footings KW - Hinges KW - Pile caps KW - San Francisco-Oakland Bay Bridge KW - Segmental construction KW - Steel KW - Structural steel KW - Suspension bridges UR - https://trid.trb.org/view/727879 ER - TY - CONF AN - 00933588 AU - Oldham, M AU - Lubkowski, Z AU - Duan, X AU - Sturt, R AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC DESIGN OF THE METSOVITIKOS SUSPENSION BRIDGE, PINDOS MOUNTAINS, GREECE PY - 2002/03/11 SP - p. 123-133 AB - This spectacular landmark suspension bridge has been designed to span the Metsovitikos River in the Pindos Mountains of Western Greece, an area of significant seismic activity. The rock anchored suspension bridge spans 550 m (1800 ft) across a steep sided valley between tunnel portals at each end of the bridge. The steel deck is supported on suspension cables spanning 800 m (2640 ft) to rock anchorages in the mountainside above the abutments. This unique structure has presented a number of seismic engineering challenges whose solutions have required state-of-the-art computational techniques. The performance based seismic design basis has adopted the principles of ATC-32. A number of innovative ground assessment methodologies have been developed during the design. The stability of the anchorages on the mountainside has been demonstrated using a combination of two-dimensional and three-dimensional explicit nonlinear, finite element analyses. The rock matrix has been modeled using a ubiquitous joint failure model. The cable form adopted provides an excellent concept for seismic resistant design. The long period structure is naturally isolated during the design earthquakes and the P-delta effects present are stabilizing because the anchorages are located well above the bridge center of mass. Even in this region of significant seismic activity, the earthquake loads do not govern the design of the primary structural elements. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Anchorages KW - Earthquake resistant design KW - Greece KW - Innovation KW - Performance based specifications KW - Pindos Mountains KW - Suspension bridges KW - Suspension cables UR - https://trid.trb.org/view/727881 ER - TY - CONF AN - 00933595 AU - Teyssandier, J-P AU - Multidisciplinary Center for Earthquake Engineering Research TI - THE CHALLENGE OF THE RION-ANTIRION BRIDGE PY - 2002/03/11 SP - p. 203-210 AB - The Rion-Antirion Bridge over the Gulf of Corinth in Greece is located in a zone of difficult environmental conditions characterized by deep soil strata of weak alluviums, large water depth, strong seismic design motion and possible tectonic movements. All these constraints have called for an original design. The main bridge is a series of cable-stayed spans, 560 m long each, for a total length of 2,252 m. Foundations consist of large diameter (90 m) caissons resting on the seabed. The top 20 m of soil need to be strengthened. This is achieved by means of metallic inclusions, based on an innovative concept. Another unique feature of this project lies in its 2.2 km long continuous cable-stayed deck which, in addition to being the longest in the world, is totally suspended, achieving an effective isolation system. However, this disposition necessitates a damping system of unusual characteristics. Construction methods for foundations are those commonly used for offshore concrete platforms. However, dredging the seabed and driving 500 inclusions in a depth of water reaching 65 m is an unusual marine operation demanding special equipment and procedures. In conclusion, the Rion-Antirion Bridge is a major structure, presenting exceptional features in terms of design and construction methods, adopted mainly to achieve its seismic resistance. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - Cable stayed bridges KW - Caissons KW - Damping (Engineering) KW - Dredging KW - Foundation engineering KW - Greece KW - Gulf of Corinth KW - Highway bridges KW - Metallic inclusions KW - Ocean bottom KW - Rion-Antirion Bridge (Greece) KW - Soil stabilization KW - Suspended structures UR - https://trid.trb.org/view/727888 ER - TY - CONF AN - 00933597 AU - Fan, L AU - Li, Jian AU - Hu, S AU - Bi, G AU - Nie, L AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC SAFETY EVALUATION OF LARGE SCALE INTERCHANGE SYSTEM IN SHANGHAI PY - 2002/03/11 SP - p. 223-234 AB - The report for the seismic evaluation and retrofit of a large scale interchange system in Shanghai Xin-zhuang has been completed by Stare Key Laboratory for Disaster Reduction of Civil Engineering in Tongji University. In this paper, the important problems of the seismic evaluation procedure and the analysis model are investigated. The suggestions for local models of plate girder bridges and continuous girder bridges in a large scale interchange system are given. Additional studies, conducted to determine pounding effects at the structure interfaces in bridges, are discussed. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Continuous girder bridges KW - Earthquake resistant design KW - Highway bridges KW - Interchanges KW - Mathematical models KW - Plate girder bridges KW - Retrofitting KW - Shanghai (China) UR - https://trid.trb.org/view/727890 ER - TY - CONF AN - 00933587 AU - Nader, M AU - Lopez-Jara, J AU - Mibelli, C AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC DESIGN STRATEGY OF THE NEW SAN FRANCISCO-OAKLAND BAY BRIDGE SELF-ANCHORED SUSPENSION SPAN PY - 2002/03/11 SP - p. 109-121 AB - The East Spans of the San Francisco Oakland Bay Bridge were closed in 1989 when a 50-ft portion collapsed due to the 7.1 magnitude Loma Pieta Earthquake. Seismic evaluation of the bridge performed by the California Department of Transportation concluded that replacing the East Bay Bridge was more cost effective than a seismic upgrade of the 50 year old bridge. T.Y. Lin International and Moffatt & Nichol, a joint venture, were hired in 1998 to design the new bridge which consisted of a skyway portion and a signature span. This paper focuses on the seismic design strategy that was employed in the selection process of the signature span type and the design phase. A total of six design options for the signature span were proposed and developed including cable-stayed bridges and self-anchored suspension bridges. The three alternatives of each bridge type consisted of a single tower, dual portal towers and three-legged tower. Each of these design alternatives was evaluated based on its seismic response, construction cost and aesthetics. Because this is a seismic safety replacement project, the seismic behavior and design of each option were the most important factors in the selection process. The Bay Bridge is located between the Hayward fault and the San Andreas fault which are capable of producing magnitude 7.5 and 8 earthquakes, respectively. Design criteria for the Bay Bridge require it to be operational within 24 hours after a major earthquake. The seismic behavior of each solution was evaluated based on dynamic analysis, push-over analysis and various parametric studies to evaluate the structural lateral system. The selected design was a single tower asymmetric self-anchored suspension bridge. To provide a seismically reliable design, the selected alternative included: (1) Shear Links between the tower shafts which would yield in the event of a major earthquake (these links may be replaced afterwards if necessary); (2) a floating deck isolated from the tower; and (3) a tie-down/counter weight at the West pier (W2) to insure stability after the pier yields. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Earthquake resistant design KW - Loma Prieta Earthquake, October 17, 1989 KW - San Francisco-Oakland Bay Bridge KW - Seismic response KW - Suspension bridges UR - https://trid.trb.org/view/727880 ER - TY - CONF AN - 00933594 AU - Tamura, K AU - Multidisciplinary Center for Earthquake Engineering Research TI - REVISED DESIGN SPECIFICATIONS FOR HIGHWAY BRIDGES IN JAPAN AND DESIGN EARTHQUAKE MOTIONS PY - 2002/03/11 SP - p. 191-202 AB - The Design Specifications for Highway Bridges in Japan were revised in March 2002. The most important change regarding seismic design in this revision is the adoption of performance-based design criteria. Although Japan had similar design concepts in the previous specifications, they are systematically arranged in the newly revised specifications. Two levels of design ground motions, which are further classified into three kinds of ground motions, three levels of seismic performance criteria and corresponding limit states are prescribed. A new concept has also been introduced to the provision of design earthquake motion, and a site-specific ground motion can be conditionally employed for design practice. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - Earthquake resistant design KW - Highway bridges KW - Japan KW - Performance based specifications KW - Seismicity KW - Site-specific ground motion KW - Specifications UR - https://trid.trb.org/view/727887 ER - TY - CONF AN - 00933590 AU - Gloyd, S AU - Fares, R AU - Sanchez, A AU - Trinh, V AU - Multidisciplinary Center for Earthquake Engineering Research TI - DESIGNING ORDINARY BRIDGES FOR GROUND FAULT RUPTURE PY - 2002/03/11 SP - p. 149-161 AB - Ground fault rupture from past seismic events, both vertical and horizontal, was discovered by site trenching during the final design phase of an otherwise ordinary freeway completion project in San Bernardino, California. Several existing and proposed new bridges of various span lengths and column height configurations are in the area of the fault rupture and it was not feasible to avoid the entire fault zone by revising the roadway alignments. With no established criteria or precedent for considering ground fault rupture at ordinary bridges, special design approaches were necessary. A determination of fault rupture magnitude for design or evaluation of structures was made using both deterministic and probabilistic methods. Concept studies were performed to determine whether or not it was feasible to use the California Department of Transportation (Caltrans) normally preferred continuous span monolithic frame structure configuration for the new bridges. There was also the question of whether to design for fault rupture as a separate loading condition or in combination with the severe near fault ground shaking applicable at this site, and if so how to do this. A special technical advisory panel was used by Caltrans to provide additional guidance on both the seismic and structural issues. The resulting design method provides a reasonable measure of confidence regarding collapse prevention from possible future seismic ground rupture permanent displacement, and accomplishes this without a highly complex bridge design procedure. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - Collapse KW - Earthquake resistant design KW - Faults KW - Prevention KW - Rupture surfaces KW - San Bernardino (California) KW - Seismicity UR - https://trid.trb.org/view/727883 ER - TY - CONF AN - 00933591 AU - Brown, G V AU - Multidisciplinary Center for Earthquake Engineering Research TI - DESIGN OF THE LYTLE CREEK WASH BRIDGE TO SURVIVE PERMANENT GROUND DISPLACEMENTS DUE TO SURFACE FAULT RUPTURE PY - 2002/03/11 SP - p. 163-173 AB - As part of the State Route 210 project in San Bernardino County, California, a new highway bridge will be constructed to span the Lytle Creek Wash. The bridge site is within 1 km of the San Jacinto fault, which is capable of generating an earthquake with a magnitude of 7.5. Based on recorded earth movement in the project area, it is suspected that a splay of this fault lies beneath the wash and that permanent ground displacements on the order of 3.0 m horizontally and 0.3 m vertically could occur within the limits of the new bridge. In addition, hydraulic studies indicate that long-term degradation of the stream bed will be significant and that additional headcutting and local scour at supports will be large, resulting in foundation conditions that will vary significantly over the anticipated life of the structure. Due to the complexity of these issues and the lack of historic precedence in the design and construction of bridge structures under these conditions, the development of the design criteria to be used for this project was a difficult endeavor. This paper describes the process by which the project-specific design criteria were established and highlights some of the design features of the final solution, which is currently being designed. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Degradation (Hydrology) KW - Earthquake resistant design KW - Faults KW - Highway bridges KW - Rupture surfaces KW - San Bernardino County (California) KW - Scour KW - Seismicity KW - Streambeds UR - https://trid.trb.org/view/727884 ER - TY - CONF AN - 00933585 AU - Murphy, T P AU - Kulicki, J M AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC INVESTIGATIONS FOR THE DESIGN OF THE NEW MISSISSIPPI RIVER BRIDGE AT ST. LOUIS PY - 2002/03/11 SP - p. 95-106 AB - This paper describes the proposed New Mississippi River Bridge at St. Louis and the preliminary seismic analyses. A high seismic performance level is set for the bridge, and a site specific design spectrum is developed. The bridge will be a cable stayed structure with a main span of 2000 ft carrying 8 lanes of traffic and 4 full shoulders resulting in 12 design lanes. The sidespans will be cast-in-place post-tensioned concrete cellular structures, connected integrally with the towers, and will extend approximately 70 ft into the main span. The remainder of the main span will consist of steel edge box girders supporting steel floor beams and a concrete deck. The important mode shapes and periods in the three principle directions of the bridge were investigated. The results of a preliminary multi-modal response spectrum analysis are presented, and the response of the bridge is evaluated. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Cable stayed bridges KW - Earthquake resistant design KW - Mississippi River KW - Saint Louis (Missouri) UR - https://trid.trb.org/view/727878 ER - TY - CONF AN - 00933592 AU - Park, S W AU - Shen, J D AU - Yen, W P AU - Yashinsky, M AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC RETROFIT OF THE BOLU VIADUCT PY - 2002/03/11 SP - p. 175-176 AB - An evaluation of the seismic isolation design of Bolu Viaduct 1 in Turkey and an assessment of its performance in the 1999 Duzce Earthquake were conducted through nonlinear finite element simulation of near-fault earthquake ground motions. The analysis indicated that the near-fault effects of ground motion at the site induced responses that exceeded the design displacements and capacities of the seismic isolation systems. This resulted in significant damage to the bearings and energy dissipation systems as observed on site. Analysis highlights the distinction between the responses of the viaduct to near-fault and far-field ground motions. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Base isolation KW - Bridge bearings KW - Duzce Earthquake (Turkey) KW - Earthquake resistant design KW - Energy dissipation systems KW - Faults KW - Finite element method KW - Loss and damage KW - Seismicity KW - Simulation KW - Turkey KW - Viaducts UR - https://trid.trb.org/view/727885 ER - TY - CONF AN - 00933593 AU - Roblee, C J AU - Chiou, BSJ AU - Riemer, M F AU - Multidisciplinary Center for Earthquake Engineering Research TI - PEER-LIFELINES RESEARCH IN DESIGN GROUND MOTIONS PY - 2002/03/11 SP - p. 177-187 AB - The Lifelines Program of the Pacific Earthquake Engineering Research (PEER) Center is a government-industry-academia partnership that conducts a coordinated program of applied seismic research to provide scientific and engineering underpinning needed to improve the design and operation of lifelines infrastructure. This article provides an overview of PEER-Lifelines Program research activity in the area of design ground motions with emphasis on applications to California highway and bridge design. Design earthquake ground motions in California are typically governed by large magnitude events (e.g., Mw > 6.5) at close distances (e.g., < 20 km). Recorded motions from previous earthquakes show variability of load demand approaching a factor of 10 for sites at the same distance and magnitude. This variability arises from differences in a variety of source, path and site effects. A primary theme of the PEER-Lifelines Program is the execution of a coordinated suite of research projects aimed at systematically developing a better understanding and accounting for variability in recorded ground motions. Broadly, these projects acquire new field and laboratory data, calibrate numerical procedures of ground-motion simulation and develop new design tools. Together, these projects are expected to yield improved design capabilities to estimate loads, along with uncertainties, that are imposed on built facilities. This article introduces several projects from the PEER-Lifelines Program that contribute to improved ground-motion models, and presents some of the early findings. First, activities involving improvements to empirical procedures are presented that include uniform processing of new recordings from recent international earthquakes, characterization of local conditions at these recording sites, and the impacts on attenuation relations. Next, projects involving improved numerical simulation of "near field" motions are described that focus on joint calibration of three 1-D techniques relative to both recent empirical data and to newly-generated physical model data. Also, initial findings from a joint calibration of multiple 3-D "basin modeling" techniques are presented. Finally, research directions and implementation strategies are discussed with an emphasis on the implications for highway and bridge design. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - California KW - Earthquake resistant design KW - Highway design KW - Pacific Earthquake Engineering Research Center KW - Research KW - Research projects KW - Seismicity KW - Seismology UR - https://trid.trb.org/view/727886 ER - TY - CONF AN - 00933589 AU - Somerville, P AU - Multidisciplinary Center for Earthquake Engineering Research TI - CHARACTERIZING NEAR FAULT GROUND MOTION FOR THE DESIGN AND EVALUATION OF BRIDGES PY - 2002/03/11 SP - p. 137-148 AB - Near-fault ground motions are different from ordinary ground motions in that they often contain strong coherent dynamic long period pulses and permanent ground displacements. The dynamic motions are dominated by a large long period pulse of motion that occurs on the horizontal component perpendicular to the strike of the fault, caused by rupture directivity effects. Near fault recordings from recent earthquakes indicate that this pulse is a narrow band pulse whose period increases with magnitude, as expected from theory. This magnitude dependence of the pulse period causes the response spectrum to have a peak whose period increases with magnitude, such that the near-fault ground motions from moderate magnitude earthquakes may exceed those of larger earthquakes at intermediate periods (around 1 second). The static ground displacements in near-fault ground motions are caused by the relative movement of the two sides of the fault on which the earthquake occurs. These displacements are discontinuous across a fault having surface rupture, and can subject a bridge crossing a fault to significant differential displacements. The static ground displacements occur at about the same time as the large dynamic motions, indicating that the static and dynamic displacements need to be treated as coincident loads. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - Differential displacements KW - Dynamic displacements KW - Earthquake resistant design KW - Faults KW - Seismicity KW - Static displacements UR - https://trid.trb.org/view/727882 ER - TY - CONF AN - 00933578 AU - Yen, W-HP AU - Yeh, J AU - Ho, L-H AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC PERFORMANCE OF BRIDGES IN THE CHI-CHI EARTHQUAKE, TAIWAN PY - 2002/03/11 SP - p. 33-38 AB - This paper presents preliminary findings of investigating 10 bridge sites after the Chi-Chi Earthquake occurred on September 21, 1999. Damages of each bridge and lessons learned from this particular earthquake are described. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridges KW - Chi-Chi Earthquake (Taiwan) KW - Earthquakes KW - Field studies KW - Loss and damage KW - Performance KW - Taiwan UR - https://trid.trb.org/view/727871 ER - TY - CONF AN - 00933574 AU - El-Azazy, S AU - Yen, W P AU - Ghasemi, H AU - Cooper, J D AU - Imbsen, R A AU - Multidisciplinary Center for Earthquake Engineering Research TI - LESSONS LEARNED FROM THE 1999 KOCAELI, TURKEY EARTHQUAKE (ABSTRACT ONLY) PY - 2002/03/11 SP - p. 3-4 AB - The North Anatolian Fault (NAF), which runs east west across northern Turkey with an approximate length of 1100 km again ruptured on August 17, 1999, resulting in a 7.4 magnitude earthquake. The epicenter of the earthquake was near the town of Golcuk, a province of Kocaeli, which is about 80 km east of Istanbul. This Kocaeli Earthquake resulted in more than 15,000 deaths and caused extensive destruction to residential and commercial buildings and industrial facilities in many cities. The NAF has been studied jointly by both Turkish and U.S. scientists for many years. In particular, U.S. scientists have been interested in the NAF because there is a strong similarity between the creep rate and energy release of both the North Anatolian and the San Andreas fault in California. Both faults have generated large magnitude earthquakes within the last 100 years. Since the devastating 1939 Erzincan Earthquake with its epicenter almost 1000 km east of Istanbul, earthquakes with a magnitude larger than 6.5 have occurred frequently along the NAF with their epicenters moving progressively westward towards Istanbul. This has long caused much concern in Turkey and the recent Kocaeli earthquake with its magnitude of 7.4 and its close proximity to Istanbul has elevated these concerns. The scientists at the Istanbul Technical University have suggested that a large magnitude earthquake much closer to Istanbul can be expected in the near future. Soon after the Kocaeli Earthquake, a Federal Highway Administration (FHWA) team of scientists and engineers were dispatched to Turkey at the invitation of the Turkish General Directorate (KGM) to inspect structures on the Trans European Motorway (TEM) and to evaluate their condition. In addition to scientists and engineers from the FHWA, the team included members from the California Department of Transportation and Imbsen and Associates, Inc. This team spent 3 weeks in Turkey, working very closely with their Turkish counterparts. This paper provides an overview of the team's observations and findings on the structures along the TEM and the lessons learned. In general, the bridges on the TEM performed acceptably. There was only one bridge collapse that affected the TEM directly, and minor to moderate damage to others along the TEM. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Collapse KW - Earthquakes KW - Fatalities KW - Highway bridges KW - Inspection KW - Kocaeli Earthquake (Turkey) KW - Loss and damage KW - North anatolian Fault KW - Study tours KW - Trans-European Motorway KW - Turkey UR - https://trid.trb.org/view/727867 ER - TY - CONF AN - 00933575 AU - Comstock, G AU - Coffman, H AU - Multidisciplinary Center for Earthquake Engineering Research TI - STRUCTURAL MOVEMENT AND DAMAGE TO THE ALASKAN WAY VIADUCT DUE TO THE NISQUALLY EARTHQUAKE PY - 2002/03/11 SP - p. 5-16 AB - This paper addresses the effects of the February 28, 2001 Nisqually Earthquake on the Alaskan Way Viaduct located on the Seattle Waterfront, approximately 35 miles from the epicenter. Seismic ground motions at the viaduct are summarized from the seismic monitoring stations. Supplemental physical evidence from buildings and bridges in the vicinity provide a basis for characterizing the seismic ground motion. Preliminary findings indicate that the most significant ground movement was transverse to the bridge centerline, corresponding to seismic shear wave propagation from the epicenter, with a gravitational coefficient (g) of approximately 0.16. There is also some evidence of localized soil subsidence in the vicinity of the adjacent seawall attributable to the earthquake. Established elastic movement and permanent deformation of the viaduct as a consequence of the seismic ground motions is discussed. Inspection findings document information establishing conclusions presented, with information gathered from historical bridge records. These inspection findings indicate that the bridge generally moved within elastic limits transverse to the roadway centerline, with some longitudinal movement in portions of the southern end. Inspection findings subsequent to the earthquake provide the basis for discussion of structural damage, and include structural failure of the Pier 100 East column, and structural distress to Piers 94, 97, 121, 145, and 160 including adjacent crossbeams and longitudinal beams. Other bridge conditions not directly related to the earthquake are addressed as they affect the seismically induced damage, including settlement of selected foundations. A description of how the monitoring programs were developed and how they will be used in the future to determine structural movement is presented. Two methods for recording small structural movement have been implemented. One system is based on surveys with established control points and a second system utilized "crack monitors" installed on the bridge over selected structurally significant cracks. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Alaskan Way Viaduct KW - Beams KW - Bridge piers KW - Cracking KW - Earthquakes KW - Elastic limit KW - Failure KW - Foundations KW - Inspection KW - Longitudinal movement KW - Loss and damage KW - Monitoring KW - Nisqually Earthquake (Washington) KW - Seattle (Washington) KW - Seismicity KW - Settlement (Structures) KW - Shear wave propagation KW - Structural distress KW - Structural movement KW - Subsidence (Geology) KW - Transverse movement KW - Viaducts UR - https://trid.trb.org/view/727868 ER - TY - CONF AN - 00933581 AU - Kobayashi, H AU - Tamura, K AU - SATO, N AU - AZUMA, T AU - Multidisciplinary Center for Earthquake Engineering Research TI - EXPERIMENTAL STUDY ON SEISMIC BEHAVIOR OF HIGHWAY BRIDGE FOUNDATION DURING LIQUEFACTION PROCESS PY - 2002/03/11 SP - p. 53-64 AB - For establishing a rational seismic design method of bridge foundations against soil liquefaction, it is essential to study the seismic performance of bridge foundations during the liquefaction process. In this study, in order to evaluate the vibration characteristics of soil and the pile foundation during the liquefaction process, the authors conducted the shaking table test with soil and the pile foundation system, and examined the influence of vibration frequency on the pile foundation and the resonant vibration characteristics of pile foundation from the test results. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge foundations KW - Earthquake resistant design KW - Highway bridges KW - Liquefaction KW - Pile foundations KW - Shaking table tests KW - Vibration KW - Vibration frequency UR - https://trid.trb.org/view/727874 ER - TY - CONF AN - 00933583 AU - Zhang, Hongli AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC RETROFIT OF AURORA AVENUE BRIDGE WITH FRICTION PENDULUM ISOLATION BEARINGS PY - 2002/03/11 SP - p. 73-82 AB - The Aurora Avenue Bridge is a long-span cantilever truss structure spanning the Lake Washington ship canal at the entrance to Lake Union, in Seattle, Washington. The bridge was designed and built between 1929 and 1931. The seismic retrofit, with friction pendulum isolation bearings, on this bridge provides a more efficient way to increase the survivability of the structure during an earthquake and will also save millions of dollars in construction over alternative post-tensioning strengthening methods. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Base isolation KW - Cantilever bridges KW - Cost effectiveness KW - Earthquake resistant design KW - Friction pendulum isolation bearings KW - Long span bridges KW - Retrofitting KW - Seattle (Washington) KW - Truss bridges UR - https://trid.trb.org/view/727876 ER - TY - CONF AN - 00933577 AU - Akbas, B AU - Shen, J AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC RESPONSE OF HIGHWAY BRIDGES SUBJECT TO NEAR-FAULT GROUND MOTIONS (ABSTRACT ONLY) PY - 2002/03/11 SP - p. 31 AB - A multiple-span viaduct located in Izmit, Turkey was used as an example structure to investigate the effects of near-fault ground motions on the bridges. The vibration tests were conducted to obtain as-built structural properties. The computer models simulated the structure before the dynamic analysis was carried out. The bridge was subjected to an ensemble of ground motions recorded with a range of epicentral distances. The seismic response was interpreted to discuss the characteristics of near-fault response. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Computer models KW - Faults KW - Highway bridges KW - Izmit (Turkey) KW - Seismic response KW - Seismicity KW - Viaducts KW - Vibration tests UR - https://trid.trb.org/view/727870 ER - TY - CONF AN - 00933579 AU - Maroney, B AU - Bobb, N M AU - Multidisciplinary Center for Earthquake Engineering Research TI - A PROPOSED BRIDGE SEISMIC DESIGN PHILOSOPHY AND CRITERIA (ABSTRACT ONLY) PY - 2002/03/11 SP - p. 41 AB - Since the Loma Prieta Earthquake and the report to the Governor on that earthquake, "Competing Against Time," significant attention has been focused upon bridge post-earthquake performance. Seismic design criteria continue to evolve with each new major project in California, to such a degree that consistency can be difficult to identify. This paper offers an accumulation of the California perspective of those experiences and the lessons learned. This experience is not only field experience, but actual project development experience as well, including interaction with reviewing entities external to project teams. Specific reference to experiences developing minimum seismic performance (e.g., standard bridges) and lifeline performance (e.g., San Francisco-Oakland Bay Bridge) criteria are documented. The authors offer seismic design/retrofit philosophy and performance criteria that are essentially the product of their experiences since the Whittier Earthquake of 1987. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - California KW - Earthquake resistant design KW - Highway bridges KW - Performance KW - Philosophy KW - Retrofitting UR - https://trid.trb.org/view/727872 ER - TY - CONF AN - 00933573 AU - Multidisciplinary Center for Earthquake Engineering Research TI - PROCEEDINGS OF THE THIRD NATIONAL SEISMIC CONFERENCE AND WORKSHOP ON BRIDGES AND HIGHWAYS: ADVANCES IN ENGINEERING AND TECHNOLOGY FOR THE SEISMIC SAFETY OF BRIDGES IN THE NEW MILLENNIUM, PORTLAND OREGON, APRIL 28 - MAY 1, 2002 PY - 2002/03/11 SP - 624p AB - The focus of the Third National Seismic Conference and Workshop on Bridges and Highways is on advances in engineering and technology that provide increased seismic safety of highway bridges, other highway structures, and highway systems in the new millennium. The conference provides a forum for the exchange of information on current national and international research and practices for seismic-resistant design and retrofit of bridges and highway systems in all seismic zones. The proceedings contain the papers presented at the conference in the following sessions: Lessons Learned from Recent Earthquakes (Since 1998); Seismic Design Practices and Specifications; Design of Major Bridges in High and Moderate Seismicity Areas; Effects of Near Field Earthquakes on Bridges; International Forum; Seismic Practices for Transportation Structures and Systems; Displacement Based Design; Emerging Seismic Design and Retrofit Technologies; Development and Testing of the New LRFD Seismic Design of Highway Bridges; and Poster Session. The appendix contains the conference program and an author index. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Conferences KW - Design standards KW - Earthquake engineering KW - Earthquake resistant design KW - Earthquakes KW - Highway bridges KW - Highways KW - Load and resistance factor design KW - Retrofitting KW - Safety KW - Seismicity KW - Seismology KW - Specifications KW - Technology KW - Workshops UR - https://trid.trb.org/view/727866 ER - TY - CONF AN - 00933576 AU - Khaleghi, B AU - Norris, G AU - Multidisciplinary Center for Earthquake Engineering Research TI - PERFORMANCE OF ROADS AND BRIDGES IN THE JANUARY 26, 2001 INDIA EARTHQUAKE PY - 2002/03/11 SP - p. 17-29 AB - A massive earthquake, described as the worst earthquake in India's history, struck Gujarat on Friday January 26, 2001. The earthquake was of magnitude 7.9 and relatively shallow at depth of 14.1 mi (22.7 km) below ground surface. The infrastructure was torn apart and many bridges and culvert structures suffered damage. This paper focuses on the firsthand observations of damage to the bridge structures. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridges KW - Culverts KW - Earthquakes KW - Field studies KW - Gujarat (India) KW - Loss and damage UR - https://trid.trb.org/view/727869 ER - TY - CONF AN - 00933580 AU - DesRoches, R AU - Andrawes, Bassem AU - Multidisciplinary Center for Earthquake Engineering Research TI - SEISMIC RETROFIT OF BRIDGES USING SHAPE MEMORY ALLOY RESTRAINERS PY - 2002/03/11 SP - p. 43-52 AB - This paper evaluates the use of NiTi Shape Memory Alloy rods as restrainers in multi-frame bridges. Shape Memory Alloys (SMAs) are a class of alloys that display unique characteristics, based on a thermoelastic martensitic phase transformation. These properties include the shape memory effect, superelasticity, and high damping characteristics. Tests of SMA rods are performed to evaluate the superelastic properties as a function of bar size. The results show that the NiTi SMAs exhibit good superelastic properties for both SMA wire and rods. The results of the tests are used to develop analytical models of SMA restrainers. These models are used in analytical studies of the seismic response of typical multi-frame bridges subjected to moderate-to-strong ground motion. The results of the analysis show that the SMA restrainers are much more effective in limiting the relative hinge displacement compared with conventional steel cable restrainers. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge restrainers KW - Bridges KW - Damping (Engineering) KW - Earthquake resistant design KW - Mathematical models KW - Retrofitting KW - Rods KW - Seismic response KW - Seismicity KW - Shape memory alloys KW - Superelasticity UR - https://trid.trb.org/view/727873 ER - TY - CONF AN - 00933582 AU - Imbsen, R A AU - Mesa, L E AU - Multidisciplinary Center for Earthquake Engineering Research TI - DEVELOPMENT AND IMPLEMENTATION OF A NEW SEISMIC DESIGN BRIDGE CRITERIA FOR SOUTH CAROLINA PY - 2002/03/11 SP - p. 65-72 AB - The State of South Carolina has recently developed a new seismic design specification for highway bridges. South Carolina is in a high seismic zone similar to California and has recognized that several recent developments have occurred that are not yet implemented into AASHTO. Some of the new developments are being reviewed for implementation into future updates of the Seismic Design Specifications. The new specification has been developed and is currently being implemented into design. The new concepts and enhancements that are incorporated into the specification include: (1) New USGS probabilistic earthquake ground motion maps; (2) New design level earthquakes; (3) New performance objectives; (4) New soil factors; (5) Displacement based design; and (6) Expanded design criteria for steel bridges. This paper describes the new seismic design criteria and the implementation into practice both with the South Carolina Department of Transportation and their consultants. Additionally, the paper describes the impact of the new criteria on the design costs. U1 - Third National Seismic Conference and Workshop on Bridges and Highways: Advances in Engineering and Technology for the Seismic Safety of Bridges in the New MillenniumFederal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRBPortland, Oregon StartDate:20020428 EndDate:20020501 Sponsors:Federal Highway Administration; Oregon, Washington State, California Departments of Transportation; Mid America Earthquake Center; Multidisciplinary Center for Earthquake Engineering Research; Pacific Earthquake Engineering Research Center; and TRB KW - Bridge design KW - Costs KW - Earthquake resistant design KW - Highway bridges KW - Implementation KW - Maps KW - Performance KW - Seismicity KW - Soils KW - South Carolina KW - Specifications UR - https://trid.trb.org/view/727875 ER - TY - RPRT AN - 00932078 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 PY - 2002/03/11 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 required 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 - http://ntl.bts.gov/lib/19000/19800/19825/PB2003100526.pdf UR - https://trid.trb.org/view/724327 ER - TY - RPRT AN - 00925962 AU - Chavel, B W AU - Earls, C J AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ERECTION PROCEDURES OF THE HORIZONTALLY CURVED STEEL I-GIRDER FORD CITY VETERANS BRIDGE PY - 2002/03/06 SP - 507 p. AB - In the case of horizontally steel curved I-girder bridges, it is important to carefully analyze the erection sequence of the superstructure so as to ensure that difficulties do not arise in the field during construction of the bridge. Generally, problems with curved girder bridges result from unwanted displacements, stresses, and instabilities that occur during erection. For this reason, the bridge engineer should explore a variety of erection sequences to ensure each phase of construction proceeds as anticipated to make certain that the steel superstructure satisfies the intended design parameters (i.e., deck elevations, girder web plumbness, etc.). Additional construction difficulties can result from inconsistent detailing of cross-frame members, which are primary load carrying members in steel curved I-girder bridges. Given that horizontally curved I-girders deflect vertically and horizontally upon loading, the web of the girders cannot remain plumb both before and after load is applied. An inconsistency occurs when the design engineer, the bridge erector, or the owner desires to have the web of the girders plumb before and after erection. For example, if the girders are fabricated to fit cross-frames in a web-plumb, no load condition, but the cross-frames are detailed to connect girders in a web-plumb position after load application, an inconsistency develops. In some cases, the inconsistent detailing of cross-frame members can lead to extreme problems during construction of curved I-girder bridges. The steel erection sequence of the Ford City Bridge is recreated through a computer simulation using the commercial finite element program ABAQUS. Displacements, stresses, and support reactions are monitored for each stage of the construction. The finite element modeling techniques used in this study displayed favorable agreement with available experimental data resulting from the erection studies carried out as part of the Curved Steel Bridge Research Project (CSBRP). Using these verified techniques, a nonlinear finite element model of the Ford City Bridge is constructed and the notion of inconsistent detailing is examined. A substantial difference in cross-frame member lengths is observed to result from the inconsistent detailing of the cross-frames. Such length differences imply the need for extremely large forces to be applied in the field during erection. KW - Bridge superstructures KW - Construction KW - Cross-frame members KW - Curved bridges KW - Detailing KW - Erection (Building) KW - Finite element method KW - Girder bridges KW - I girders KW - Sequencing KW - Simulation KW - Steel UR - http://ntl.bts.gov/lib/12000/12200/12211/12211.pdf UR - https://trid.trb.org/view/718127 ER - TY - ABST AN - 01541702 TI - Enhanced Guidance for Implementation of Safety Strategies AB - To develop enhanced guidance and low-cost, effective solutions for major crash concerns identified in American Association of State Highway and Transportation Officials (AASHTO) & 039;s Strategic Highway Safety Plan. The goal is to facilitate implementation of solutions that have the potential to reduce fatal crashes by at least 10 to 15 percent in 3 to 5 years. Guidebooks will be developed for the following crash concerns: truck-related, pedestrian in large urban areas, utility pole, curve-related, signalized intersections, older drivers, and unbelted drivers and occupants. (updated 7/2/01) KW - Aged drivers KW - Fatalities KW - Handbooks KW - Highway safety KW - Pedestrian safety KW - Signalized intersections KW - Trucking safety UR - http://www.pooledfund.org/Details/Study/116 UR - https://trid.trb.org/view/1328502 ER - TY - RPRT AN - 00923403 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - FEDERAL HIGHWAY ADMINISTRATION FINDING OF NO SIGNIFICANT IMPACT FOR THE INTERSTATE 80/74TH STREET INTERCHANGE RECONSTRUCTION AND INTERSTATE 35/GEORGE M. MILLS CIVIC PARKWAY INTERCHANGE CONSTRUCTION, WEST DES MOINES, IOWA PY - 2002/03/01 SP - v.p. AB - The proposed action consists of improvements to the I-80/74th Street interchange, and the addition of a new interchange at I-35/George M. Mills Civic Parkway in West Des Moines, Iowa. The Federal Highway Administration (FHWA) has determined that this project would not have significant impact on the human or natural environment. This finding of no significant impact is based on the attached Environmental Assessment and subsequent comments, which have been independently evaluated by the FHWA and determined to discuss adequately and accurately the environmental issues and impacts of the proposed project. The Environmental Assessment provides sufficient evidence and analysis for determining that an Environmental Impact Statement is not required. KW - Construction KW - Environmental impact analysis KW - Improvements KW - Interchanges KW - West Des Moines (Iowa) UR - https://trid.trb.org/view/708155 ER - TY - RPRT AN - 01547897 AU - Mixon, Paul D AU - Arkansas State University, State University AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Verification of Construction Productivity Tables PY - 2002/03//Final Report SP - 22p AB - An updatable database was developed using the Microsoft Access spreadsheet and the Visual Basic programming language. Approximately 55 separate Arkansas State Highway and Transportation Department (AHTD) jobs were included in the database. Construction task rates were transcribed from RE Diaries and Contractor Payroll records and were placed into one of 29 different contraction task categories. The entire database was sorted by Interstate jobs and Bridge jobs. KW - Arkansas KW - Arkansas State Highway and Transportation Department KW - Bridges KW - Construction KW - Databases KW - Interstate highways KW - Productivity KW - Verification UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209806.pdf UR - https://trid.trb.org/view/1335251 ER - TY - RPRT AN - 01164219 AU - Stallings, James Michael AU - Porter, Paul AU - Auburn University AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Live Load Tests of Alabama's HPC bridge PY - 2002/03//Final Report SP - 113p AB - The primary objectives of this report are to document the live load tests performed on Alabama's high-performance concrete (HPC) bridge, to present the results of those tests, and to provide comparisons of the field measurements and values calculated using standard AASHTO procedures. Measurements of strains in the girders and deck were made using instrumented bars that were placed prior to casting the concrete. Vertical deflections of the girders were also measured. Measured deflections, strains in the girders and longitudinal strains in the deck are compared to values calculated using procedures from the AASHTO Standard specifications (1996) and from the AASHTO LRFD Specifications (1998). Measurements of strains in the deck reinforcement transverse to the roadway are also reported. KW - Alabama KW - Concrete bridges KW - Deflection KW - Girders KW - High performance concrete KW - Live loads KW - Load tests KW - Strain (Mechanics) UR - https://trid.trb.org/view/921573 ER - TY - RPRT AN - 01074450 AU - Federal Highway Administration TI - NYS Route 17, Horseheads Town & Village of Horseheads, Chemung County : environmental impact statement PY - 2002/03//Volumes held: Draft(7v)(v.2 fol), F, Final Appendix(6v)(v.1 fol) KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/833844 ER - TY - RPRT AN - 01074177 AU - Federal Highway Administration TI - Montana P-78 : Absarokee to Columbus (P.M.S. Control #0920) in Stillwater County : environmental impact statement PY - 2002/03//Volumes held: Draft, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/833571 ER - TY - RPRT AN - 01045470 AU - Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration AU - Environmental Protection Agency TI - It All Adds Up To Cleaner Air: A Collaborative Transportation and Air Quality Public Education and Partnership Building Initiative. The First Five Years PY - 2002/03 SP - 101p AB - This program ("It All Adds Up to Cleaner Air") is a multilevel public information and partnership-building initiative designed to help people better understand the effect of their behavior and choices on air quality and congestion. While the past 20 years have seen much progress in decreasing air pollution, many people still regularly experience problems of worsening congestion, increased commuter stress, and smoggy skies. This program seeks to raise public awareness and ultimately effect behavior changes using a three-pronged approach: (1) support to communities; (2) formation of a national coalition; and (3) development of an awareness campaign to include creation and dissemination of high-quality public information materials. The program provides a national context that supports local calls to action targeting three core messages: (1) the value of combining travel errands (i.e., trip chaining); (2) the need to keep cars well-maintained; and (3) the benefits of using alternative transportation modes. This report chronicles the actions, partnerships, achievements, and lessons learned following five years of implementing "It All Adds Up to Cleaner Air". KW - Air pollution KW - Air quality KW - Alternatives analysis KW - Awareness KW - Behavior KW - Behavior change KW - Benefits KW - Coalitions KW - Communities KW - Commuting KW - Cooperation KW - Environmental impacts KW - Information dissemination KW - Lessons learned KW - Mode choice KW - Partnerships KW - Public education KW - Public information programs KW - Smog KW - Stress (Physiology) KW - Stress (Psychology) KW - Traffic congestion KW - Travel behavior KW - Trip chaining KW - Vehicle maintenance UR - https://trid.trb.org/view/805458 ER - TY - RPRT AN - 01042084 AU - Ozbay, Kaan AU - Bongiovanni, Thomas AU - Shah, Jignesh AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Fog Sensor/ITS Integration PY - 2002/03//Final Report SP - 67p AB - The objective of this study is to deploy an integrated weather/traffic detection system that can be used to gather information about adverse weather conditions such as fog, ice, rain, and snow and traffic conditions and then evaluate the deployed system. The system was successfully deployed and evaluated. The results of the evaluation based on the data provided to the research team are presented in the report. Functional requirements of the weather/traffic information system were developed. The system was then deployed at the site selected by New Jersey Department of Transportation (NJDOT). Two separate workshops were conducted to train NJDOT personnel and to demonstrate system’s full availability. The availability of the system and the accuracy of the data were both evaluated and found satisfactory. Using the data that was made available to the research team, independent evaluation was also conducted to determine accuracy of the system in terms of the data it collects. The system data was determined to be accurate as a result of this evaluation effort. There were several important lessons learned in this project in terms of challenges faced during the installation of the system at a relatively remote location. These lessons were in terms of issues especially related to the power, communication, and long-term costs of maintaining and using the system. The most important lessons learned was the possibility of additional delays due to these issues when deploying Intelligent Transportation Systems and the need for considering fast changes in the technology. These lessons learned are described in detail in the Executive Summary as well as in the Conclusions section of the report. KW - Costs KW - Data accuracy KW - Data collection KW - Fog KW - Ice KW - Intelligent transportation systems KW - Lessons learned KW - New Jersey KW - Sensors KW - Training KW - Weather conditions KW - Workshops UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-031.pdf UR - https://trid.trb.org/view/798639 ER - TY - RPRT AN - 01042060 AU - Nassif, Hani AU - Ertekin, A Oguz AU - Davis, Joe AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Evaluation of Bridge Scour Monitoring Methods PY - 2002/03//Final Report SP - 89p AB - The main objective of this study is to implement and evaluate the National Cooperative Highway Program (NCHRP) Project 21-3 “Instrumentation for Measuring Scour at Bridge Piers and Abutments” (Lagasse et. al., 1997) designated system(s) for monitoring bridge scour. The proposed project identifies the method(s) and procedure(s) that most accurately identify the severity of scour in bridge foundations. Two systems were considered: (1) Magnetic Sliding Collar (MSC) and (2) Sonar systems. For this purpose more than ten bridge sites, rated scour critical by the New Jersey Department of Transportation (NJDOT), have been inspected for possible installation of equipment. Two bridge sites were selected: Route 35 over Matawan Creek, Aberdeen, NJ and Route 46 Over Passaic River, Elmwood Park, NJ. Both bridges were selected based on scour activity, accessibility, and streambed conditions as noted in bridge inspection reports. On each bridge, both MSC and Sonar systems were installed. Continuous scour data monitoring was initiated. It was observed that both instruments could be easily installed with the proper equipment and some technical skills by the inspection personnel of NJDOT. It was found that the MSC and Sonar devices complement each other to provide a clear and accurate picture of the scour activity at each site. KW - Aberdeen (New Jersey) KW - Bridge abutments KW - Bridge foundations KW - Bridge piers KW - Elmwood Park (New Jersey) KW - Equipment KW - Installation KW - Monitoring KW - National Cooperative Highway Research Program KW - Scour KW - Sonar UR - http://cait.rutgers.edu/files/FHWA-NJ-2003-009.pdf UR - https://trid.trb.org/view/798559 ER - TY - RPRT AN - 00989284 AU - Carter, M R AU - Howard, M P AU - Owens, N AU - Register, D AU - Kennedy, J AU - Pecheux, K AU - Newton, A AU - Science Applications International Corporation AU - Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF CATASTROPHIC EVENTS ON TRANSPORTATION SYSTEM MANAGEMENT AND OPERATIONS: THE PENTAGON AND THE NATIONAL CAPITAL REGION, SEPTEMBER 11, 2001: FINDINGS PY - 2002/03 SP - 45 p. AB - This report documents the actions taken by transportation agencies in response to the terrorist attack on the Pentagon in Arlington, Virginia on September 11, 2001, and is part of a larger effort to examine the impacts of catastrophic events on transportation system facilities and services. The findings documented in this report are a result of the creation of a detailed chronology of events in the National Capital Region, a literature search, and interviews of key personnel involved in transportation operations decision-making on September 11. This report emphasizes the transportation aspects of this catastrophic event and lessons learned that could be incorporated into future emergency response planning. KW - Catastrophic events KW - Disaster preparedness KW - Emergency management KW - Interviewing KW - Literature reviews KW - Operations KW - Strategic planning KW - Terrorism KW - Terrorist attacks of September 11, 2001 KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/opssecurity/case_studies/pentagon911.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14119.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14119_files/14119.pdf UR - https://trid.trb.org/view/755060 ER - TY - RPRT AN - 00971203 AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - HIGH PERFORMANCE CONCRETE PAVEMENTS: PROJECT SUMMARY PY - 2002/03 SP - 168 p. AB - The Federal Highway Administration's TE-30 program, High Performance Concrete Pavement, was launched in 1994 to investigate innovative design features, construction practices or paving materials that can lead to longer-lasting or more cost-effective concrete pavements. Among some of the design features being investigated are alternative dowel bar materials, alternative dowel bar layouts, various high performance portland cement concrete mix designs, fiber reinforced concrete, sealed and nonsealed joints and surface texturing techniques. A total of 22 concrete pavements have been funded under the TE-30 program. This report describes the current status of the 22 projects, as well as the status of 3 additional pavement projects that share similar goals and objectives to the TE-30 program. The overall goals and objectives of each project are described, and detailed information on the design and layout of the experimental test sections is provided. Pavement monitoring activities are described, and, where available, preliminary findings or performance information is presented. Contact information and project references are included as sources of additional information. KW - Case studies KW - Concrete construction KW - Concrete pavements KW - Cost effectiveness KW - Fiber reinforced concrete KW - High performance concrete KW - Innovation KW - Joint sealing KW - Mix design KW - Monitoring KW - Pavement design KW - Paving materials KW - Portland cement concrete KW - Reinforcing bars KW - Service life KW - Texture KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/696759 ER - TY - RPRT AN - 00969936 AU - Hawkins, G AU - Carlson, P AU - COLLINS, R AU - Brinkmeyer, G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A REVIEW OF TXDOT SIGNING OPERATIONS PY - 2002/03 SP - 48 p. AB - As part of a research project on sign retroreflectivity issues, engineers from the Texas Transportation Institute (TTI) and the Texas Department of Transportation (TxDOT) Traffic Operations Division visited TxDOT districts and other locations to review TxDOT signing operations practices. All 25 TxDOT districts, plus the TxDOT regional warehouse in Athens and the Texas prison sign shop at the Beto Unit were visited. At each district, the team members met individually with sign crews and maintenance supervisors, sign shop staff, area engineers, district maintenance staff, district traffic staff, and the district engineer. Each visit lasted a full day and during the visit, team members discussed a wide variety of signing issues of concern to each group they met with. This report describes the general findings of the visits and the associated recommendations. The findings identified during the visit are described in Chapter 2 and address the following major areas: district relationships with Austin, signing relationships within districts, variations in district practices, sign upgrade initiative, quality of contractor sign installation, field crew challenges, signing materials and equipment, and inventory system for signing. Chapter 3 presents the recommendations associated with each of these major areas. KW - Districts and authorities KW - Interviewing KW - Maintenance management KW - Maintenance personnel KW - Maintenance practices KW - Recommendations KW - Retroreflectivity KW - Texas KW - Traffic signs UR - https://trid.trb.org/view/681114 ER - TY - RPRT AN - 00968571 AU - Sheets, R A AU - U.S. Geological Survey AU - Ohio Department of Transportation AU - Federal Highway Administration TI - USE OF ELECTRICAL RESISTIVITY TO DETECT UNDERGROUND MINE VOIDS IN OHIO PY - 2002/03 SP - 12 p. AB - Electrical resistivity surveys were completed at two sites along State Route 32 in Jackson and Vinton Counties, Ohio. The surveys were done to determine whether the electrical resistivity method could identify areas where coal was mined, leaving air- or water-filled voids. These voids can be local sources of potable water or acid mine drainage. They could also result in potentially dangerous collapse of roads or buildings that overlie the voids. The resistivity response of air- or water-filled voids compared to the surrounding bedrock may allow electrical resistivity surveys to delineate areas underlain by such voids. Surface deformation along State Route 32 in Jackson County led to a site investigation, which included electrical resistivity surveys. Several highly resistive areas were identified using axial dipole-dipole and Wenner resistivity surveys. Subsequent drilling and excavation led to the discovery of several air-filled abandoned underground mine tunnels. A site along State Route 32 in Vinton County, Ohio, was drilled as part of a mining permit application process. A mine void under the highway was instrumented with a pressure transducer to monitor water levels. During a period of high water level, electrical resistivity surveys were completed. The electrical response was dominated by a thin, low-resistivity layer of iron ore above where the coal was mined out. Nearby overhead powerlines also affected the results. KW - Air voids KW - Bedrock KW - Collapse KW - Detection and identification KW - Drilling KW - Electrical resistivity KW - Excavation KW - Groundwater KW - Highways KW - Interference KW - Iron ores KW - Jackson County (Ohio) KW - Mines KW - Overhead utility lines KW - Subsidence (Geology) KW - Surveying KW - Vinton County (Ohio) UR - https://trid.trb.org/view/679602 ER - TY - RPRT AN - 00964113 AU - Rheinhardt, R D AU - Brinson, M M AU - East Carolina University, Greenville AU - Research and Special Programs Administration AU - Federal Highway Administration TI - AN EVALUATION OF NORTH CAROLINA DEPARTMENT OF TRANSPORTATION WETLAND MITIGATION SITES: SELECTED CASE STUDIES - PHASE II REPORT PY - 2002/03 SP - 109 p. AB - Phase 1 of this study evaluated 50 North Carolina Department of Transportation (NCDOT) wetland compensatory mitigation sites and 11 reference sites in 1999. The Phase 2 component (this report) examines five of the compensatory mitigation sites to provide a more in-depth analysis. The objective of the two reports is to help NCDOT and wetland regulatory agencies develop a framework to improve NCDOT's compensatory mitigation, to enhance communication between NCDOT and regulatory agencies, and to benefit wetland restoration overall. The authors encountered problems with various definitions (restoration, preservation, enhancement, etc.) that are not compatible with current scientific understanding of ecosystem functioning. This has led to avoiding the potential for improving the condition of severely altered wetlands because they meet the jurisdictional definition in spite of a highly degraded condition. Elsewhere, socioeconomic limitations may prevent complete restoration. In such cases, partial restorations may be better than none at all. For example, preservation through purchase or conservation easements of headwater streams and their buffers in a partially degraded condition would provide opportunities for improving water quality. Undue reliance on criteria for hydrology over criteria for soil, in extreme cases, has led to soil excavation that reduced survivorship of planted seedlings and lowered recruitment capacity. In general, reference sites have been little utilized to design restorations and to gauge success. Depending on initial conditions, the restoration of wetland structure and function may take many decades to achieve maturity. Presently, all monitoring stops once permit conditions have been met. Institutional memory then rests almost entirely with personnel in the NCDOT organization. To encourage long-term research, regulatory agencies must be willing to provide mitigation credit for establishing reference sites and to conduct long-term research in comparing them with a variety of restoration practices. To avoid unintentional shifting of distribution among one set of hydrogeomorphic classes to others, it will be necessary to track restoration at drainage basin scales according to hydrogeomorphic wetland classes. Many of these suggestions will require acceptance by regulatory agencies and implementation by all parties. Regulatory agencies would have to be willing to accept success criteria based on data from reference wetlands. KW - Case studies KW - Compensatory wetland mitigation KW - Ecology KW - Hydrology KW - North Carolina KW - Preservation KW - Restoration ecology KW - Soils KW - State departments of transportation KW - Wetland conservation KW - Wetlands UR - http://ntl.bts.gov/lib/24000/24800/24819/Final_Report_1999-10_Phase_2.pdf UR - http://ntl.bts.gov/lib/46000/46900/46955/Evaluation_of_NCDOT_wetland_mitigation_sites_-_selected_case_studies.pdf UR - https://trid.trb.org/view/661329 ER - TY - RPRT AN - 00962815 AU - Lucas, M J AU - McCorkle, R AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF VISI-BARRIER PY - 2002/03 SP - 50 p. AB - The purpose of this final report is to present information on the construction and evaluation of the stay-in-place form Visi-Barrier placed in the 1996 Liberty Tunnel Rehabilitation Project. Visi-Barrier is an all weather, retroreflective, precast polymer concrete barrier shell. This precast shell is produced to form the front "F-shape" profile of the barrier with concrete placed behind to complete the single face barrier. The Visi-Barrier can be used in any location where a single face barrier is to be constructed. Placement of the Visi-Barrier in the Liberty Tunnel was to help expedite the construction of over 23,000 LF of single faced barrier, improve visibility in the tunnel and reduce the number of accidents. Over the last six years, the Visi-Barrier has performed satisfactorily under field conditions. Only one barrier panel has been replaced since the tunnel was reopened to traffic. Reported accidents have been reduced, even though the field view discovered numerous scuffmarks. The most time-consuming maintenance aspect of the Visi-Barrier has been to keep the panels clean. Overall, performance of the Visi-Barrier was acceptable for this project, therefore this material is recommended for approval on future Department projects by Provisional Special Provision. KW - Barriers (Roads) KW - Formwork KW - Performance KW - Polymer concrete KW - Precast concrete KW - Rehabilitation (Maintenance) KW - Retroreflectivity KW - Shells (Structural forms) KW - Single face barriers KW - Stay-in-place forms KW - Tunnels UR - https://trid.trb.org/view/660857 ER - TY - RPRT AN - 00962160 AU - Federal Highway Administration TI - MANAGING HIGHWAY ASSETS: BRIDGE PRESERVATION PY - 2002/03 SP - 2 p. AB - This fact sheet introduces the new video, "Pennsylvania Bridges: Maintaining the Past--Preserving the Future." Produced by the Pennsylvania Department of Transportation, the video provides an overview of the importance of bridge preservation. It defines preventive maintenance as a planned strategy of cost-effective treatments applied at the proper time to preserve and extend the useful life of a bridge. KW - Asset management KW - Bridges KW - Maintenance management KW - Pennsylvania Department of Transportation KW - Preventive maintenance KW - Videotapes UR - http://www.fhwa.dot.gov/construction/fs02033.pdf UR - https://trid.trb.org/view/660580 ER - TY - RPRT AN - 00962092 AU - Lee, J C AU - Bonneson, J A AU - Kidd, B D AU - Larwin, T F AU - Lee Engineering, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF OPERATIONAL EFFICIENCIES, COST, AND ACCIDENT EXPERIENCE OF FOUR PHASE SINGLE POINT URBAN INTERCHANGES PY - 2002/03 SP - 207 p. AB - This research compares two interchange types, the Tight Urban Diamond Interchange (TUDI) and the Four Phase Single Point Urban Interchange (40SPUI). The 40SPUI is referred to in this report as a Single Point Urban Interchange with Frontage Roads (SPUI/F). The objectives of this research were to: (1) evaluate the SPUI/F based on available accident data and conflict analysis techniques, right-of-way and construction costs, and operating efficiency; (2) compare the performance of the SPUI/F and the TUDI; (3) evaluate current SPUI/F design assumptions and operation and recommend design and/or operational changes to enhance performance; and (4) evaluate the interchange form selection (pre-design) process and recommend changes where appropriate. The research found no significant difference in the safety aspects of the two interchange types. The SPUI/F generally did not perform as well operationally as the TUDI, with increased SPUI/F delay as the distance between frontage roads increased. KW - Construction KW - Costs KW - Crash data KW - Design KW - Frontage roads KW - Interchanges KW - Operating efficiency KW - Performance KW - Right of way (Land) KW - Safety KW - Single point urban interchanges KW - Tight urban diamond interchange KW - Traffic conflicts KW - Traffic delays UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ501.pdf UR - https://trid.trb.org/view/660551 ER - TY - RPRT AN - 00962087 AU - Lomax, T J AU - Schrank, D L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - USING TRAVEL TIME MEASURES TO ESTIMATE MOBILITY AND RELIABILITY IN URBAN AREAS PY - 2002/03 SP - 78 p. AB - There are several keys to developing and applying mobility measures that are technically useful and generally understandable. Travel time measures are relatively easy to comprehend, but they have not always been used because of data concerns, mandated reporting practices and other issues. Travel time and speed measures can serve many different uses, communicate to many different audiences and enhance the ability of project analysis techniques to determine the most appropriate set of policies, programs and projects for a situation. The overriding conclusion from any investigation of mobility and reliability measures is that there is a range of uses and audiences. No single measure will satisfy all the needs, and no single measure can identify all aspects of mobility or reliability - there is no "silver bullet" measure. The problems are complex and in many cases require more than one measure, more than a single data source and more than one analysis procedure. Mobility and reliability performance measures, when combined in a process to uncover the goals and objectives the public has for transportation systems, can provide a framework to analyze how well the land use and transportation systems serve the needs of travelers and businesses. KW - Estimating KW - Mobility KW - Performance KW - Reliability KW - Travel time KW - Urban areas UR - https://trid.trb.org/view/660546 ER - TY - RPRT AN - 00960078 AU - Peeta, S AU - Zhang, P AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - COUNTING DEVICE SELECTION AND RELIABILITY: SYNTHESIS STUDY PY - 2002/03 SP - 83 p. AB - Accuracy in traffic data detection is important for transportation operations and planning. Currently, inductive loop detectors are the most commonly used traffic counting devices in the field. New technologies are being developed to meet growing data counting and traffic surveillance needs. They include passive infrared, active infrared, passive magnetic, Doppler microwave, radar, passive acoustic, pulse and Doppler ultrasonic, and video image processor. However the relatively recent, but widespread, emergence of these technologies and the consequent sparseness in information on their performance characteristics preclude traffic agencies from making informed choices in the selection traffic counting devices. This study performs a comprehensive survey of the currently available traffic counting products in terms of functional capabilities, technological focus, performance characteristics, and user perspectives. It identifies the major selection criteria and ranks them in the order of importance based on user feedback from agencies in six U.S. states. A two-step filtering selection procedure is proposed to provide guidelines for traffic agencies to decide the type and make of devices that satisfy their data collection needs and the associated field environment. KW - Accuracy KW - Acoustic detectors KW - Doppler radar KW - Infrared detectors KW - Loop detectors KW - Magnetic detectors KW - Microwave detectors KW - Performance KW - Pulse detectors KW - Radar detectors KW - Reliability KW - Traffic counting KW - Ultrasonic detectors KW - Vehicle detectors KW - Video imaging detectors UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1804&context=jtrp UR - https://trid.trb.org/view/659858 ER - TY - RPRT AN - 00960053 AU - Agent, K R AU - Pigman, J G AU - Stamatiadis, N AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SAFETY IMPLICATIONS FROM DESIGN EXCEPTIONS PY - 2002/03 SP - 50 p. AB - The objectives of this study were to: a) summarize past design exceptions to document their frequency and reason for their use and b) determine if any adverse safety implications can be related to adopting design policies and practices related to design exceptions. The design exception file maintained by the Kentucky Transportation Cabinet was obtained with data obtained relating to the types of project, exceptions requested, and the reasons for the various exceptions. A site visit was made to a large number of the locations where the project was built with the requested design exception. Available crash data were obtained at these locations. There was an average of 39 exceptions per year from 1993 through 1998. The majority of the projects involved a bridge replacement with the next most frequent being roadway widening reconstruction projects and construction of turning lanes. The most common design exception was for a design speed lower than the posted speed limit followed by a reduction in either the sight distance, curve radius, or shoulder width. The most common reason for the request referred to the existing conditions on the road followed by the right-of-way issue and project cost. The crash analysis showed that, with a very few exceptions, use of the design exception process did not result in either construction of projects with high crash rates when compared to average statewide rates or an increase in crashes after construction compared to before construction. The analysis showed that the design exception projects resulted in an improvement over the prior condition although some aspect of the design may not be typical. The reasons for the design exceptions have been well documented, and there is no evidence that construction of projects with a design exception had an adverse effect on highway safety. KW - Before and after studies KW - Costs KW - Crash data KW - Crash rates KW - Curve radius KW - Design exceptions KW - Design speed KW - Highway curves KW - Highway design KW - Highway safety KW - Kentucky KW - Pavement widening KW - Right of way (Land) KW - Road shoulders KW - Sight distance KW - Width UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_09_SPR230_01_1F.pdf UR - http://ntl.bts.gov/lib/19000/19700/19787/PB2003100421.pdf UR - https://trid.trb.org/view/659833 ER - TY - RPRT AN - 00960044 AU - Rister, B W AU - Graves, C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - THE COST OF CONSTRUCTION DELAYS AND TRAFFIC CONTROL FOR LIFE-CYCLE COST ANALYSIS OF PAVEMENTS PY - 2002/03 SP - 46 p. AB - The objective of this report is to provide the Kentucky Transportation Cabinet a reliable approach to quantifying/calculating "Road User Cost"--often referred to as total user delay costs. To meet this objective, this report is divided into three main sections. The first section summarizes the reviews of three relatively new computer programs that can be used to help quantify delayed traffic incurred by the presence of a work zone. From this review, one program was selected based on its user friendliness and ability to define both quantity of delayed traffic and queue length. The second section compares actual field data to the output of the selected program to help determine the program's reliability/predictability in determining both quantity of delayed traffic and queue lengths. The last section summarizes typical hourly user cost rates by vehicle type (i.e., vehicle operating costs, delay costs, and accident/crash costs) that have been used by other agencies. By combining the output from the selected program, and these typical user cost rates, one may be able to determine the total user delay costs associated with a highway construction project. KW - Computer programs KW - Highway user costs KW - Life cycle costing KW - Operating costs KW - Queue length KW - Road construction KW - Traffic delays KW - Traffic queuing KW - Work zones UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_07_SPR197_99_SPR218_00_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23770/KTC_02_07_SPR197_99_SPR218_00_1F.pdf UR - https://trid.trb.org/view/659824 ER - TY - RPRT AN - 00943496 AU - Freeman, T J AU - Little, D N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MAINTENANCE STRATEGIES FOR PAVEMENTS WITH CHEMICALLY STABILIZED LAYERS PY - 2002/03 SP - 122 p. AB - The Texas Department of Transportation (TxDOT) does not currently have a formal maintenance strategy selection procedure for pavements that have semi-rigid or chemically stabilized layers. Researchers interviewed experienced TxDOT personnel in each district to determine the appropriate maintenance treatments and timing in that district for a variety of expected situations and conditions. The result of this project was a set of treatment assignments for each district and for airports, for a matrix of expected conditions including: distress type, severity, and quantity; traffic level or importance; rate of development; and purpose of the treatment. The research team developed a computer program and user's manual to assist in treatment selection. KW - Computer program documentation KW - Computer programs KW - Decision making KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Repairing KW - Strategic planning UR - https://trid.trb.org/view/643583 ER - TY - RPRT AN - 00942457 AU - Cook, R A AU - Zink, W D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PRECAST BOX CULVERT SYSTEMS PY - 2002/03 SP - 103 p. AB - The purpose of this research was to identify the types and overall performance of precast box culvert systems by surveying the Florida Department of Transportation (FDOT) Districts and other states in the United States. The project included the following: literature review, site and plant inspections, a survey of FDOT Districts, and a survey of the other state DOTs. Based on the results of this study it is recommended that Florida continue construction and installation of 4-sided single and multiple cell precast box culverts, review the plant inspection process, research and approve a joint filler material, continue to completely wrap the top and sides of each joint with filter fabric, develop and implement an inventory tracking database, develop and implement a guideline requiring all final inspections to be visually documented, revise the FDOT Specifications Section 410, and consider the possibility of implementing a set of standard details for single and multiple cell precast box culvert installations. KW - Box culverts KW - Filter fabric KW - Florida KW - Inspection KW - Inventory KW - Joint fillers KW - Joints (Engineering) KW - Literature reviews KW - Precast concrete KW - Recommendations KW - Specifications KW - Standardization KW - State departments of transportation KW - Surveys UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC354_47_pt1.pdf UR - https://trid.trb.org/view/643195 ER - TY - RPRT AN - 00941195 AU - WILLIAMS, T AU - Szary, P AU - Thomann, T AU - Konnerth, C AU - Nemeth, E AU - Center for Advanced Infrastructure and Transportation AU - URS Corporation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - GIS APPLICATIONS IN GEOTECHNICAL ENGINEERING PY - 2002/03 SP - 23 p. AB - The New Jersey Department of Transportation (NJDOT) Bureau of Geotechnical Engineering currently maintains a large database of boring location plans and corresponding test boring logs. These plans and logs are in hard copy format and are stored in boxes, file cabinets and plan drawers. Locating specific location plans and logs can be a very time consuming process that also relies on the memory of the personnel that are responsible for maintaining the database. This report presents the results of a successful pilot study to investigate the development of a geographic information system (GIS) to better manage and disseminate soils information as developed from test boring results. The Rutgers Soil Series is used in designing roadways and performing preliminary assessments of soil conditions at a bridge or structure. Since the original soil series maps were developed in the 1950s, the base maps used then are not representative of the transportation system as it is today. As such, it is sometimes very difficult to locate a roadway or bridge project using the soil series maps alone. By placing the scanned soil series maps on the NJDOT base map and digitizing the areas of the soil types, the pilot study presented here has resulted in a GIS system that makes it easier to obtain information regarding soil types at a specific project location. KW - Boring KW - Geographic information systems KW - Geotechnical engineering KW - Highway planning KW - Information dissemination KW - Information organization KW - Location KW - New Jersey Department of Transportation KW - Pilot studies KW - Soil mapping KW - Soil series UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-006.pdf UR - https://trid.trb.org/view/642509 ER - TY - RPRT AN - 00941325 AU - Wu, Changxu AU - Sheehan, M AU - Construction Technology Laboratories, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - INSTRUMENTATION AND FIELD TESTING OF WHITETOPPING PAVEMENTS IN COLORADO AND REVISION OF THE TWT DESIGN PROCEDURE PY - 2002/03 SP - 60 p. AB - Whitetopping has recently been generating considerable interest and greater acceptance as an approach to asphalt pavement rehabilitation. A number of thin whitetopping (TWT) and ultra-thin-whitetopping (UTW) pavement test sections have been constructed during the past 10 years, and the pavements have demonstrated considerable advantages as a rehabilitation technique. In 1996 the Colorado Department of Transportation (CDOT) sponsored a research project to develop a mechanistic design procedure for TWT pavements. Construction Technology Laboratories, Inc., installed the instrumentation, conducted the load testing on the instrumented test section, performed a theoretical analysis, and developed a TWT design procedure for CDOT. Many variables were considered in the construction of the test sections, including concrete overlay thickness, slab dimension, existing asphalt layer thickness, different asphalt surface preparation techniques, and the use of dowel bars and tie bars. Based on the original design procedure development, there are several observations and conclusions regarding the use of TWT pavements for rehabilitation that should be examined more extensively with a supplemental investigation. The items include subgrade support conditions, required thickness of asphalt beneath the concrete layer, and effects of variable joint spacings. New TWT pavement test sections were constructed during 2001 in conjunction with a TWT project constructed by CDOT on SH 121 near Denver, Colorado. This provided an opportunity to instrument and load best additional TWT test sections and use the data to calibrate and verify the existing observations and design procedure. Therefore, the objective of this project is to instrument, load test, and monitor the new and original TWT test section performances to supplement and confirm the results of the 1996 study. KW - Asphalt layer thickness KW - Asphalt pavements KW - Colorado KW - Design methods KW - Field tests KW - Instrumentation KW - Load tests KW - Monitoring KW - Overlays (Pavements) KW - Pavement joints KW - Rehabilitation (Maintenance) KW - Revisions KW - Spacing KW - Subgrade (Pavements) KW - Surface preparation KW - Test sections KW - Thickness KW - Thinness KW - Tie bars KW - Whitetopping UR - http://www.dot.state.co.us/Publications/PDFFiles/AirVoids.pdf UR - https://trid.trb.org/view/642601 ER - TY - RPRT AN - 00941298 AU - Fleckenstein, L J AU - Allen, D L AU - Schultz, D B AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - COMPACTION AT THE LONGITUDINAL CONSTRUCTION JOINT IN ASPHALT PAVEMENTS PY - 2002/03 SP - 82 p. AB - The objectives of this study were to evaluate the level of compaction at the construction joint in hot mix asphalt pavements on new and existing projects; to determine the level of water infiltration and segregation at the joint and its effect on joint performance; to determine the most promising joint construction methods around the nation and worldwide by reviewing specifications, experiences, and construction practices for joint construction and the prevention of joint segregation; to develop specifications and construction methods to ensure the level of density necessary at the joint for proper performance; and to review special paving equipment (attachments) for improving densification for the unsupported edge. Four methods of joint construction were evaluated in this study. These were the notched wedge (12:1), restrained edge, joint reheater, and Joint Maker. In addition, a number of joint adhesives were used. Some of the major conclusions and recommendations from the study are: (1) Contractors are consistently achieving levels of density at or near the construction joint that are within 3% of the lane density. It is recommended that specifications be written that would require contractors to achieve that level of density at or near the construction joint. (2) The reheater achieved the highest joint density of all the methods; however, only one short project was included in the study. The effects of reheating the mat could not be determined during construction, but will be evaluated during long-term monitoring. The restrained-edge method of joint construction achieved the second highest overall densities and statistically was significantly better than the conventional method of construction. The notched wedge only marginally improved densities overall, while the Joint Maker showed no improvement over conventional construction techniques. It is recommended that more projects be constructed using the restrained-edge method. (3) It appeared the notched-wedge method produced the lowest permeabilities at the joint. (4) Preliminary performance data indicate that all projects are currently performing well with projects having joint adhesives performing as well as, or better than, projects without joint adhesives. It is recommended that other projects be constructed using joint adhesives. KW - Adhesives KW - Asphalt pavements KW - Compaction KW - Construction equipment KW - Construction joints KW - Construction management KW - Densification KW - Joint maker (Equipment) KW - Longitudinal joints KW - Notched wedge method KW - Performance KW - Permeability KW - Recommendations KW - Reheating KW - Restrained edge method KW - Road construction KW - Segregation (Aggregates) KW - Specifications UR - http://ntl.bts.gov/lib/23000/23700/23769/KTC_02_10_SPR200_00_1F.pdf UR - https://trid.trb.org/view/642575 ER - TY - RPRT AN - 00938145 AU - Casavant, K AU - Sorenson, P AU - Chase, B AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - METHODOLOGY FOR DETERMINING WASHINGTON STATE VALUE-ADDED OF FREIGHT MOVED IN WASHINGTON CORRIDORS PY - 2002/03 SP - 103 p. AB - Determining the marginal value of improved freight mobility along a corridor requires full information on tonnage, dollar value of freight movements and services used in moving these products and the value-added characteristics of those products. This report investigates whether a practical methodology, applicable in the real world, can estimate value-added components of freight moving on Washington's transportation system. Determining this value-added can be done with the methodology identified in this study though it was found that specific data availability varied heavily from commodity to commodity, from corridor to corridor and project to project. The general results, and restructive assumptions and data deficiencies necessary for statewide analysis, cast doubt on specific findings. Regional or highway segment analysis can be more precise, if the data are locally developed. The basic model, consisting of knowledge about traffic levels, commodity composition, commodity value and value added of the commodity can reveal the importance of a corridor or region of interest to the state's economy. KW - Commodities KW - Commodities by type KW - Economic analysis KW - Estimating KW - Freight transportation KW - Methodology KW - Pipelines KW - Railroads KW - Traffic KW - Transportation corridors KW - Trucking KW - Value added KW - Washington (State) KW - Water transportation UR - http://www.ce.wsu.edu/TRAC/Publications_Reports/WA-RD_540_1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/540.1.pdf UR - https://trid.trb.org/view/730518 ER - TY - RPRT AN - 00938130 AU - Dailey, Donald J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A BRIEF REPORT ON 2001 ACTIVITIES FOR ITS BACKBONE INFRASTRUCTURE PY - 2002/03 SP - 15 p. AB - The Intelligent Transportation Systems (ITS) Backbone performs several important tasks for ongoing efforts at the Washington State Department of Transportation and University of Washington (WSDOT). The Backbone (1) supports existing traveler information applications for both traffic and transit information, (2) supports real-time access to WSDOT data for a variety of public and private groups, (3) off-loads the interaction and support of data users external to WSDOT, (4) provides a standard interface so that all roadway data are available equally to outside agencies/groups, (5) supports research activities within WSDOT, research funded by WSDOT at the UW, and research at universities and agencies nationwide, and (6) provides a standard interface to include new data sources into the existing traffic management system. KW - Advanced traveler information systems KW - Backbone (Networks) KW - Highway traffic KW - Intelligent transportation systems KW - Public transit KW - Real time information KW - Research KW - Standardization KW - Traffic control KW - User interfaces (Computer science) KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/543.1.pdf UR - https://trid.trb.org/view/730505 ER - TY - RPRT AN - 00938476 AU - Zhang, Z AU - Zhang, X AU - Hudson, W R AU - McNerney, M T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - GIS IMPLEMENTATION PLAN FOR PMIS PY - 2002/03 SP - 174 p. AB - This report presents a comprehensive and practical implementation plan of using a geographic information system (GIS) to enhance the pavement management practice in the Texas Department of Transportation. As the basis of the implementation plan, a "three-stage implementation" concept was used to assess the current practice, define the visionary system, and identify the intermediate solutions. The report covers recommendations not only in the information technologies themselves but also in personnel training. The organizational/institutional issues related to GIS implementation are also discussed. Included in the report is a detailed summary of the completed tasks, major findings and key recommendations from the research project. KW - Geographic information systems KW - Implementation KW - Information technology KW - Institutional issues KW - Organization KW - Pavement management systems KW - Personnel KW - Recommendations KW - Texas Department of Transportation KW - Training UR - http://www.utexas.edu/research/ctr/pdf_reports/1747_3.pdf UR - http://ntl.bts.gov/lib/19000/19400/19476/PB2002107298.pdf UR - http://ntl.bts.gov/lib/19000/19600/19670/PB2002108955.pdf UR - https://trid.trb.org/view/730697 ER - TY - RPRT AN - 00936881 AU - Michigan Technological University, Houghton AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - GUIDELINES FOR DETECTION, ANALYSIS, AND TREATMENT OF MATERIALS-RELATED DISTRESS IN CONCRETE PAVEMENTS - VOLUME 1: FINAL REPORT PY - 2002/03 SP - v.p. AB - Well-designed and constructed portland cement concrete (PCC) pavements are inherently durable and are expected to be relatively maintenance free during many years of service. Primarily because of these two properties -- durability and low maintenance -- concrete has been the material of choice for premium pavements for many years. Unfortunately, a number of pavement distresses can occur as a result of the interaction between the concrete and the environment in which it serves. In contrast to the common perception held by many engineers that concrete is relatively inert, it is in fact a very complex material whose properties can change significantly with time. Some of these changes can be positive, such as long-term strength gain obtained through continued cement hydration. Other changes can be detrimental to the concrete, resulting in the development of premature pavement distress. When changes manifest themselves on the pavement surface, they fall under the general category of materials-related distress (MRD). The objective of this research was to develop guidelines to provide pavement engineers and field and laboratory personnel with a systematic procedure for the identification, evaluation, treatment, and prevention of MRD in PCC pavements. This volume presents the synthesis of background material, describes the development of the guidelines, and briefly introduces the case studies. This report is volume 1 of a three-volume set. KW - Case studies KW - Cement KW - Concrete pavements KW - Guidelines KW - Hydration KW - Materials KW - Materials-related distress KW - Pavement distress KW - Portland cement concrete KW - Prevention KW - Properties of materials KW - Surface course (Pavements) KW - Time UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/01163/ UR - https://trid.trb.org/view/731700 ER - TY - RPRT AN - 00933742 AU - Benz, R J AU - Fenno, D W AU - Goolsby, M E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ITS ENVIRONMENTAL SENSORS: THE HOUSTON EXPERIENCE PY - 2002/03 SP - 182 p. AB - While ice and snow may affect traffic only every few years in the Houston area, high water and winds from severe storms are more common. Twenty-nine environmental monitoring stations placed at strategic locations on freeways, frontage roads, high occupancy vehicle lanes, and arterial streets will provide advanced warning to government agencies and the traveling public when adverse weather conditions, especially high water, affect travel conditions. The sensor network is based on a similar system operated by Harris County Office of Emergency Management that monitors stream and bayou water levels. When the system fully matures, it will be integrated into the traffic management center's control room floor. The system is based on proven technology, and it works well. This project documents the system's capabilities, types of flooding, flood events, and equipment reliability. In addition, an evaluation of the motorist's understanding of the flood warning signs and of the delay impacts of a flood closure was conducted. Some of the most important aspects of the system are the way the storm events are handled, which is guided by the operations plan. Both scheduled and unscheduled maintenance is a key in operating a real-time environmental monitoring system. And the evolution of the system provides opportunities to change and advance the flow of information to public agencies and the traveling public so they can make informed decisions related to all aspects of transportation and mobility. KW - Floods KW - Houston (Texas) KW - Intelligent transportation systems KW - Maintenance KW - Monitoring KW - Real time data processing KW - Reliability KW - Remote weather information systems KW - Road weather information systems KW - Sensors KW - Storms KW - Traffic control KW - Warning systems KW - Weather conditions UR - https://trid.trb.org/view/724843 ER - TY - RPRT AN - 00932152 AU - Chen, K J AU - Pecheux, K K AU - Farbry, J AU - Fleger, S A AU - Science Applications International Corporation AU - Federal Highway Administration TI - COMMERCIAL VEHICLE DRIVER SURVEY: ASSESSMENT OF PARKING NEEDS AND PREFERENCES PY - 2002/03 SP - 39 p. AB - This research assessed truck driver parking needs and preferences in accordance with Section 4027 of the Transportation Equity Act for the 21st Century. A survey was conducted to determine how truck drivers plan for and address their parking needs; how truck drivers select when, where, and at which facilities they park; and what truck drivers think of the adequacy of current parking facilities. This report summarizes the background, methodology, and outcome of the driver survey. Surveys were distributed to a national sample of more than 2,000 truck drivers through site visits and mailings to truck stops. The sample included male and female drivers; independent owner/operators; and drivers for small-, mid-, and large-sized carriers. The majority of respondents identified themselves as long-haul drivers. Nearly all drivers reported that they, not their company colleagues, decide where they will park. Most drivers make this decision as they are driving. When drivers park their trucks, most expect to satisfy only their basic needs. Drivers prefer parking facilities that provide food, fuel, restrooms, phones, and showers. They also consider safety and convenience important. Drivers generally prefer private truck stops to public rest areas. However, for quick naps drivers showed a preference for rest areas over truck stops. Many respondents indicated they have trouble finding available parking at rest areas and truck stops. In fact, drivers asserted that building more truck stop and rest area spaces would be the best way to improve the parking situation. Survey respondents indicated that the parking facilities they encounter generally have characteristics that make those facilities usable. But, drivers did recommend that time limits be eliminated and that parking lot layouts be improved to accommodate large trucks. KW - Commercial drivers KW - Layout KW - Needs assessment KW - Parking demand KW - Parking facilities KW - Roadside rest areas KW - Stated preferences KW - Surveys KW - Transportation Equity Act for the 21st Century KW - Truck drivers KW - Truck stops UR - http://www.fhwa.dot.gov/publications/research/safety/01160/01160.pdf UR - http://www.fhwa.dot.gov/publications/research/safety/01160/index.cfm UR - https://trid.trb.org/view/724372 ER - TY - RPRT AN - 00932096 AU - Wang, T-L AU - Zong, Z AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPROVEMENT OF EVALUATION METHOD FOR EXISTING HIGHWAY BRIDGES PY - 2002/03 SP - 198 p. AB - In Florida, many short to middle span highway bridges have been in service for a rather long period. In these bridge structures, local damages can unavoidably occur due to long-term action of passing vehicle load and natural corrosion. The potential damages of these bridge structures in service are a great concern of the Florida Department of Transportation. This study conducted the damage detection and diagnosis of highway bridges by using modal parameters, such as frequencies, damping ratios, and Energy Transfer Ratios (ETR) index, as well as static data, such as deflections and strains. The project consists of the state-of-the-art report of structural health monitoring, measurement and signal treatment, ETR, model identification methods, model bridge testing and finite element calculation, damage identification from static data, dynamic data, and ETR, etc. It is found that different damage index has different sensitivity to different types of damage and its extent. Modal parameters, such as frequency and damping ratio, are not sensitive to the bearing damage or girder cracking. ETR index is heavily affected by the signal-to-noise ratio and relies on the large amount of measured data. ETR hasn't been verified on real bridges. KW - Damage (Bridges) KW - Detection and identification KW - Deterioration KW - Diagnostic tests KW - Dynamic tests KW - Energy transfer ratio KW - Finite element method KW - Florida KW - Highway bridges KW - Mathematical models KW - Measurement KW - Monitoring KW - State of the art reports KW - Static tests KW - Structural analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC818_rpt.pdf UR - https://trid.trb.org/view/724345 ER - TY - RPRT AN - 00932083 AU - Orban, J E AU - Brown, V J AU - Naber, S J AU - Brand, D AU - Kemp, M A AU - Battelle AU - Federal Highway Administration TI - EVALUATION OF THE COMMERCIAL VEHICLE INFORMATION SYSTEMS AND NETWORKS (CVISN) MODEL DEPLOYMENT INITIATIVE. VOLUME II: APPENDICES PY - 2002/03 SP - 384 p. AB - CVISN (Commercial Vehicle Information Systems and Networks) is a collection of information systems and communication networks used by government agencies, motor carriers, and other stakeholders involved in commercial vehicle operations (CVO). In 1966, the United Sates Department of Transportation sponsored the CVISN Model Deployment Initiative (CVISN MDI) to demonstrate the technical and institutional feasibility, costs, and benefits of CVISN user services and to encourage further deployment. Currently, all 50 states and the District of Columbia are in various stages of CVISN planning and deployment. Most states are still in the planning and development stages. Therefore, the evaluation approach taken was to estimate benefits and costs of CVISN under various deployment scenarios using results from studies conducted in the states that were among the first to successfully deploy specific CVISN services. Results from these focused studies were used in various analyses, including a safety benefits model and comprehensive benefit-cost analyses, to estimate the future benefits and costs of CVISN when it becomes more widely deployed. This report, Volume II of the final report, contains the following appendices: (A.1) Oregon Compliance Rate and Inspection Selection Studies; (A.2) Connecticut Screening Assessment Study Results; (A.3) Kentucky Screening Assessment Study Results; (B.1) Status of CVISN Deployment; (B.2) Cost Study Interview Guides; (B.3) Cost Background and Details; (C.1) Motor Carrier Survey Methodology; (C.2) Motor Carrier Survey Questionnaire; (C.3) Motor Carrier Survey Detailed Data; (C.4) Motor Carrier Open-Ended Responses; (C.5) Driver Survey Methodology; (C.6) Driver Survey Instrument; (D.1) Literature Search on Valuation of CVISN Benefit Measures; (D.2) Benefit/Cost Analysis Annual Tables; and (D.3) Data Sources and Procedures for Estimating Annual CVISN Benefits and Costs. KW - Benefit cost analysis KW - Commercial vehicle operations KW - Communications KW - Connecticut KW - CVISN (Program) KW - Demonstration projects KW - Deployment KW - Evaluation and assessment KW - Feasibility analysis KW - Information systems KW - Kentucky KW - Literature reviews KW - Motor carriers KW - Networks KW - Oregon KW - Safety KW - Surveys KW - Truck drivers UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13699.pdf UR - https://trid.trb.org/view/724332 ER - TY - RPRT AN - 00932076 AU - Abdalla, O AU - Hotchkiss, R H AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - STORMWATER DETENTION POND ANALYSIS PY - 2002/03 SP - 90 p. AB - A detention pond is a small impoundment of water used for flood protection. Several methods are available to design detention ponds. The objective of this report is to investigate the design of detention pond facilities and provide Nebraska Department of Roads with a consistent, methodical procedure for evaluating and designing detention pond facilities. This report is composed of an introduction to the history of stormwater management and the policies that evolved as related to detention pond design. It also reviews literature of the existing detention pond design methods to determine the design storm, runoff volume, detention storage capacity and each of the methods' respective limitations. A simultaneous solution for the storage volume and outlet facility design is reviewed. A design example of an existing detention pond is presented for analysis and evaluation of existing methods. A recommendation and conclusion of a design method are provided for future use. KW - Case studies KW - Design KW - Design methods KW - Design storm KW - Detention basins KW - Flood protection KW - History KW - Literature reviews KW - Policy KW - Recommendations KW - Runoff KW - Storage facilities KW - Storm water management UR - http://ntl.bts.gov/lib/19000/19800/19815/PB2003100505.pdf UR - https://trid.trb.org/view/724325 ER - TY - RPRT AN - 00932061 AU - Barth, A S AU - Bowman, M D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - FATIGUE BEHAVIOR OF BEAM DIAPHRAGM CONNECTIONS WITH INTERMITTENT FILLET WELDS: PART I, VOLUME 2: LABORATORY FATIGUE EVALUATION PY - 2002/03 SP - 307 p. AB - This report is the second of a two-part, three volume final report presenting the findings of the research work that was undertaken to evaluate the behavior of Indiana highway bridges with diaphragm members welded directly to the web of the primary beams and girders. Fatigue cracks have been observed at several bridges that utilize the welded diaphragm connection. The seriousness of the cracking and the corresponding potential risk on the integrity of the bridge superstructure were assessed. Inspection and repair guidelines for bridges with the welded diaphragm connections were also developed as part of the research effort. This volume presents the results of laboratory fatigue tests that were conducted to evaluate the cyclic life of staggered and non-staggered diaphragm connections. The performance of three different repair and retrofit procedures on the cyclic life of the welded diaphragm connection was also studied. Analytical models of the cracked diaphragm connection were developed to study the expected response under field loading conditions. Recommendations for implementation of inspection, repair, and retrofit procedures are presented. KW - Bridge superstructures KW - Cracking KW - Diaphragms (Engineering) KW - Fatigue (Mechanics) KW - Fatigue tests KW - Guidelines KW - Highway bridges KW - Inspection KW - Laboratory tests KW - Mathematical models KW - Repairing KW - Retrofitting KW - Service life KW - Structural integrity KW - Welded connections UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1571&context=jtrp UR - https://trid.trb.org/view/724311 ER - TY - RPRT AN - 00932060 AU - Canna, T L AU - Bowman, M D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - FATIGUE BEHAVIOR OF BEAM DIAPHRAGM CONNECTIONS WITH INTERMITTENT FILLET WELDS: PART I, VOLUME 1: FIELD EVALUATION PY - 2002/03 SP - 211 p. AB - This report is the first of a two-part, three volume final report presenting the findings of the research work that was undertaken to evaluate the behavior of Indiana highway bridges with diaphragm members welded directly to the web of the primary beams and girders. Fatigue cracks have been observed at several bridges that utilize the welded diaphragm connection. The seriousness of the cracking and the corresponding potential risk on the integrity of the bridge superstructure were assessed. Inspection and repair guidelines for bridges with the welded diaphragm connections were also developed as part of the research effort. This volume presents the results of load tests on two bridge structures with different diaphragm connections. The importance of diaphragm configuration on the stress levels developed at the connection detail is presented. KW - Bridge superstructures KW - Cracking KW - Diaphragm configuration KW - Diaphragms (Engineering) KW - Fatigue (Mechanics) KW - Guidelines KW - Highway bridges KW - Inspection KW - Load tests KW - Repairing KW - Stresses KW - Structural integrity KW - Welded connections UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1570&context=jtrp UR - https://trid.trb.org/view/724310 ER - TY - RPRT AN - 00932062 AU - Bowman, M D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - FATIGUE BEHAVIOR OF BEAM DIAPHRAGM CONNECTIONS WITH INTERMITTENT FILLET WELDS: PART II: BRITTLE FRACTURE EXAMINATION OF THE I-64 BLUE RIVER BRIDGE PY - 2002/03 SP - 129 p. AB - This report is the third of a two-part, three volume final report presenting the findings of the research work that was undertaken to evaluate the behavior of Indiana highway bridges with diaphragm members welded directly to the web of the primary beams and girders. Fatigue cracks have been observed at several bridges that utilize the welded diaphragm connection. The seriousness of the cracking and the corresponding potential risk on the integrity of the bridge superstructure were assessed. Inspection and repair guidelines for bridges with welded diaphragm connections were also developed as part of the research effort. This volume presents the results of an evaluation of a brittle fracture crack that was discovered in one of the welded plate girder members of the I-64 Blue River Bridge in Harrison County of southern Indiana. The crack, which nearly severed the exterior girder on the northern side of the east-bound structure, was located in the middle span of the three-span bridge structure. The crack extended for most of the plate girder depth before it was arrested in the compression region near the top of the girder and the concrete deck. The primary purpose of the research study was to examine the causes of the brittle fracture of the I-64 Blue River Bridge girder. In addition to understanding the reasons for the brittle fracture, possible repair and retrofit procedures were formulated to improve the fracture resistance of bridges with details similar to the Blue River Bridge. KW - Blue River Bridge (Harrison County, Indiana) KW - Bridge superstructures KW - Cracking KW - Diaphragms (Engineering) KW - Fatigue (Mechanics) KW - Fracture mechanics KW - Guidelines KW - Highway bridges KW - Inspection KW - Plate girders KW - Repairing KW - Retrofitting KW - Structural integrity KW - Welded connections UR - http://ntl.bts.gov/lib/19000/19700/19773/PB2003100310.pdf UR - https://trid.trb.org/view/724312 ER - TY - RPRT AN - 00932044 AU - Science Applications International Corporation AU - Federal Highway Administration TI - FY 2000 INTEGRATION EARMARKS: NATIONAL EVALUATION PROGRAM. CAPWIN: THE CAPITAL WIRELESS INTEGRATED NETWORK, EVALUATION STRATEGY PY - 2002/03 SP - 17 p. AB - The responsibility for managing the Washington Metropolitan Region's transportation system is divided between the states of Virginia and Maryland and the District of Columbia and within the two states, is further sub-divided between counties and municipalities. Incident management and response, in particular on the Capital Beltway, may involve response personnel from each of the jurisdictions as well as from neighboring counties and municipalities. A major concern in the region at present is the lack of an integrated communications system that would enable these jurisdictions to communicate directly with each other. To address this concern, the states of Maryland and Virginia and the District of Columbia have established a partnership to implement the Capital Wireless Integrated Network (CapWIN) project. Through the CapWIN project, an integrated transportation and public safety information wireless network will be developed and implemented for the Washington Metropolitan Region. Based on Phase I study results, a decision was made to include the CapWIN project in the National Evaluation Program. Under Phase II, the evaluation team is expected to complete work through the baseline data collection and analysis stage of the evaluation. This report presents the evaluation plan required for the CapWIN Phase II project. The evaluation will focus on the transportation-related impacts of CapWIN, and data collection efforts will center on incident response and emergency management activities. The evaluation will also assess how the use of CapWIN can improve interagency and interjurisdictional coordination of emergency management response activities. KW - Benefits KW - Capital Beltway KW - Capital Wireless Integrated Network KW - Coordination KW - Emergencies KW - Emergency communication systems KW - Evaluation and assessment KW - Incident management KW - Integrated systems KW - Interagency relations KW - Intergovernmental partnerships KW - Maryland KW - Traffic control KW - Virginia KW - Washington (District of Columbia) KW - Washington Metropolitan Area KW - Wireless communication systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13696.html UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13696_files/13696.pdf UR - https://trid.trb.org/view/724294 ER - TY - RPRT AN - 00930547 AU - Fleger, S A AU - Haas, R P AU - Trombly, J W AU - Cross, R H AU - Noltenius, J E AU - Pecheux, K K AU - Chen, K J AU - Science Applications International Corporation AU - Federal Highway Administration TI - STUDY OF ADEQUACY OF COMMERCIAL TRUCK PARKING FACILITIES - TECHNICAL REPORT PY - 2002/03 SP - 68 p. AB - This report documents the findings of a study to investigate the adequacy of commercial truck parking facilities serving the National Highway System (NHS). The study involved: 1) a national assessment of the extent and geographic distribution of parking shortages, 2) research to clarify drivers' parking-related needs and decision-making, and 3) development of a technical guidance document to be used by partnerships of public- and private-sector stakeholders in 49 States (excluding Hawaii) for inventorying current facilities serving the NHS, analyzing current and projected shortages in commercial truck parking at public rest areas and commercial truck stops and travel plazas, and developing plans for action at the appropriate jurisdictional levels. The process involved: 1) the development of an inventory of public and commercial truck spaces serving the NHS, 2) development, calibration, and application of a truck parking demand model, 3) a national survey of truck drivers to determine how drivers plan for and address their parking needs, how truck drivers select when, where, and at which facilities they park, and what truck drivers think of the adequacy of current parking facilities, 4) an estimate of parking demand using a modeling approach, 5) identification of parking deficiencies at the State and corridor level by comparing supply and demand, and 6) identification of improvements that were recommended by State partnerships to mitigate any existing or future problems identified. KW - Commercial vehicles KW - Guidelines KW - Improvements KW - Inventory KW - National Highway System KW - Needs assessment KW - Parking demand KW - Parking facilities KW - Roadside rest areas KW - Shortages KW - Surveys KW - Truck drivers KW - Truck facilities KW - Trucks KW - Turnouts UR - http://www.fhwa.dot.gov/publications/research/safety/01158/index.cfm UR - http://www.fhwa.dot.gov/publications/research/safety/01158/index.cfm UR - https://trid.trb.org/view/719591 ER - TY - RPRT AN - 00929262 AU - Boyce, P AU - Van Derlofske, J AU - Rensselaer Polytechnic Institute AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - PEDESTRIAN CROSSWALK SAFETY: EVALUATING IN-PAVEMENT, FLASHING WARNING LIGHTS PY - 2002/03 SP - 47 p. AB - The Lighting Research Center (LRC) at Rensselaer Polytechnic Institute examined the use of in-pavement flashing warning lights at crosswalks. These warning lights help make crosswalks more conspicuous by day and night, but they are more expensive than conventional striping and marking. The LRC's study evaluated the effects of striping alone and striping with in-pavement flashing lights on the behavior of drivers. The study found that striping alone reduced the number of automobiles that passed over the crosswalk while pedestrians were in it but did not reduce the speed of automobiles approaching the crosswalk or reduce the number of vehicles that went through while pedestrians were waiting to use the crosswalk. Addition of the in-pavement flashing warning lights does reduce the speed of automobiles approaching the crosswalk and also reduced the number of vehicles that went through the crosswalk while pedestrians were waiting. Striping alone made the crosswalk more noticeable to drivers who were not familiar with the site. Adding in-pavement flashing warning lights made the crosswalk even more noticeable to such drivers. KW - Behavior KW - Crosswalk warning lights KW - Crosswalks KW - Drivers KW - Pedestrian safety KW - Road markings KW - Speed KW - Striping KW - Warning systems UR - http://ntl.bts.gov/lib/19000/19700/19724/Crosswalk_Safety_Report.pdf UR - https://trid.trb.org/view/719126 ER - TY - RPRT AN - 00929198 AU - Pecheux, K K AU - Chen, K J AU - Farbry, J AU - Fleger, S A AU - Science Applications International Corporation AU - Federal Highway Administration TI - MODEL DEVELOPMENT FOR NATIONAL ASSESSMENT OF COMMERCIAL VEHICLE PARKING PY - 2002/03 SP - 46 p. AB - The objective of this research was to estimate the extent and geographic distribution of truck rest parking supply and demand along the National Highway System in accordance with Section 4027 of the Transportation Equity Act for the 21st Century. This report presents the development, calibration, validation, and application of the truck parking demand model used to meet the Section 4027 requirements. The parking demand model developed for this study estimates parking demand for a highway segment (defined by the analyst) rather than a single parking facility. The model incorporates a variety of factors known to affect the demand for truck parking, which include traffic engineering factors (e.g., annual average daily traffic, travel time, peak hour factors), truck driver behaviors (e.g., time spent loading/unloading, time spent at home, time spent resting at shipper/receiver), and Federal hours-of-service regulations (e.g., a maximum 70 hours on duty in eight days). A step-by-step method for selecting analysis segments and applying the model is presented. The first step in alleviating parking shortages is to identify the locations where shortages exist. The demand model is a good first step in achieving this goal. Overall, the model produces acceptable estimates of parking space demand. For 29 segments where parking counts were conducted, the model error was only -2%, an estimate within 269 spaces of the observed parked trucks. However, the model is not microscopic enough to always accurately predict segment-specific demand. This is because the model does not consider a number of factors that can affect the local distribution of demand (e.g., proximity to distribution centers that results in "staging," proximity to other parking facilities that absorb demand, and factors that affect the short-haul/long-haul ratio). Because of these limitations, the model should be used as a guideline for identifying possible locations of parking shortages that can be evaluated more carefully through additional study and field observations. KW - Commercial vehicles KW - Estimating KW - Location KW - Mathematical models KW - National Highway System KW - Parking KW - Parking demand KW - Parking supply KW - Roadside rest areas KW - Shortages KW - Transportation Equity Act for the 21st Century KW - Trucks UR - http://www.fhwa.dot.gov/publications/research/safety/01159/01159.pdf UR - http://www.fhwa.dot.gov/publications/research/safety/01159/index.cfm UR - http://ntl.bts.gov/lib/34000/34800/34815/01159.pdf UR - https://trid.trb.org/view/719101 ER - TY - RPRT AN - 00929190 AU - Wang, T-L AU - Liu, Changqin AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - RELIABILITY VALIDATION OF HIGHWAY BRIDGES DESIGNED BY LRFD PY - 2002/03 SP - 155 p. AB - The reliability index is examined for steel girder highway bridges designed by AASHTO Load and Resistance Factor Design (LRFD) Strength I limit state for flexure and shear. The reliability analysis is based on the extensive stochastic finite element method (SFEM). The SFEM takes advantage of the conventional advanced first-order second-moment (AFOSM) in that it considers the mechanical connection between the critical member and other members in the whole structure. Simply supported multigirder steel bridges with span length of 30 ft to 120 ft and girder spacing of 4 ft to 12 ft are designed. The bridges are modeled as grillage beam systems. The sectional and material properties as well as dead and live loads are treated as basic design variables. The results obtained in this study indicate that the reliability index is very sensitive to the lateral distribution of live loads such as HS20 truck loading. Consequently, a simplified reliability analysis method for multigirder bridges can be used in the analysis. This simplified method can avoid the complex computation in SFEM yet achieve good accuracy. Based on this study, the AASHTO LRFD specification for Strength I limit state for flexure is a conservative design of steel girder bridges. However, the design based on Strength I limit state for shear achieves the target safety level. KW - Bridge design KW - Finite element method KW - Flexure KW - Girder bridges KW - Girders KW - Highway bridges KW - Lateral distribution KW - Live loads KW - Load and resistance factor design KW - Reliability KW - Shear strength KW - Spacing KW - Stochastic processes KW - Validation UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC814_rpt.pdf UR - https://trid.trb.org/view/719092 ER - TY - RPRT AN - 00929165 AU - Sargand, S AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF HIGH PERFORMANCE CONCRETE IN THE PAVEMENT SYSTEM; STRUCTURAL RESPONSE OF HIGH PERFORMANCE CONCRETE PAVEMENTS PY - 2002/03 SP - 104 p. AB - A concrete pavement was constructed on US 50 east of Athens, Ohio to determine the influence of ground granulated blast furnace slag on the curing of a high performance concrete pavement, and on the performance of that pavement as it was subjected to environmental cycling and nondestructive testing with a Falling Weight Deflectometer (FWD). Three test sections of high performance concrete and one control section constructed with Ohio Department of Transportation (ODOT) Class C concrete were instrumented and monitored closely to determine any differences in response and performance. The high performance sections contained 25% ground granulated blast furnace slag. Several joints were not sealed to evaluate their performance when compared to joints sealed in accordance with ODOT specifications. Based upon laboratory tests and field data obtained during this study, the following conclusions were derived from this pavement. Temperature gradients generated between the surface and bottom of concrete slabs during the curing process can have a significant impact on the formation of early cracks. Large values of strain recorded in the field during the curing period indicated that the two sections of high performance pavement constructed in October 1997 would likely experience early cracking, as was observed. Field data indicated that a third high performance section and a control section containing standard ODOT Class C concrete, both constructed in October 1998, had a lower probability of exhibiting early cracking, and no cracks were observed. The uncracked section of high performance concrete had less initial warping than did the control section constructed at the same time with standard ODOT Class C concrete. Early cracking in the other two cracked high performance sections precluded any comparison with the uncracked sections. FWD data indicated that the uncracked high performance section experienced slightly less deflection at the joints than did the section containing standard concrete, suggesting less curvature and less loss of support under these slabs than under slabs constructed with standard concrete. FWD joint deflections were higher in the cracked high performance sections after one year of service than before the sections were opened to traffic, probably due to the presence of the cracks. Limited data suggested that moisture in the subgrade at sealed and unsealed joints was similar and, in some cases, more under the sealed joints than under the unsealed joints. FWD deflections at sealed joints were generally higher than at the unsealed joints. KW - Concrete curing KW - Concrete pavements KW - Deflection KW - Falling weight deflectometers KW - Field tests KW - Granulated slag KW - High performance concrete KW - Joint sealing KW - Laboratory tests KW - Moisture content KW - Nondestructive tests KW - Pavement cracking KW - Pavement joints KW - Pavement performance KW - Strain (Mechanics) KW - Subgrade (Pavements) KW - Temperature gradients KW - Test sections KW - Warpage UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A50144524 UR - https://trid.trb.org/view/719068 ER - TY - RPRT AN - 00929135 AU - Orban, J E AU - Brown, V J AU - Naber, S J AU - Brand, D AU - Kemp, M A AU - Battelle AU - Federal Highway Administration TI - EVALUATION OF THE COMMERCIAL VEHICLE INFORMATION SYSTEMS AND NETWORKS (CVISN) MODEL DEPLOYMENT INITIATIVE. VOLUME I: FINAL REPORT PY - 2002/03 SP - v.p. AB - CVISN (Commercial Vehicle Information Systems and Networks) is a collection of information systems and communication networks used by government agencies, motor carriers, and other stakeholders involved in commercial vehicle operations (CVO). In 1996, the United States Department of Transportation (USDOT) sponsored the CVISN Model Deployment Initiative (CVISN MDI) to demonstrate the technical and institutional feasibility, costs, and benefits of CVISN user services and to encourage further deployment. Currently, all 50 states and the District of Columbia are in various stages of CVISN planning and deployment. Most states are still in the planning and development stages. Therefore, the evaluation approach taken was to estimate benefits and costs of CVISN under various deployment scenarios using results from studies conducted in the states that were among the first to successfully deploy specific CVISN services. Results from these focused studies were used in various analyses, including a safety benefits model and comprehensive benefit-cost analyses, to estimate the future benefits and costs of CVISN when it becomes more widely deployed. Chapter 1 of this report provides an introduction. Chapter 2 contains a detailed description of the CVISN services and technologies. Chapter 3 summarizes the deployment status of CVISN nationwide and in the 10 pilot and prototype states. Chapter 4 lists the evaluation goals, measures, and hypotheses and describes the technical approach of the evaluation. Anticipated benefit and evaluation priorities, initially established at the Planning and Evaluation Workshop, were refined by establishing measures and hypotheses for each of the goal areas and developing detailed data collection and analysis plans to test the hypotheses. Chapter 5 presents an estimate of CVISN safety benefits and additional details on the direct impacts of CVISN on roadside enforcement activities. Chapter 6 details actual and estimated costs to deploy and maintain or operate CVISN systems compared to the baseline systems in place prior to CVISN deployment, and the potential cost savings that can be realized by states and motor carriers. Chapter 7 presents the results of customer satisfaction studies drawn from surveys, interviews, and focus groups with motor carriers, drivers, roadside inspectors, and state administrators. Chapter 8 extends the results from Chapters 6 and 7 on safety and cost--supplemented with information from the literature--to build a comprehensive benefit/cost analysis (BCA) from a national perspective. The BCA determines the net economic worth of CVISN deployments. Chapter 9 presents the evaluation team's perspective on the major factors that might influence the future success of CVISN and summarizes the team's findings relative to the current status of CVISN deployment. The chapter also identifies some potential impediments to the further deployment of CVISN. Appendices in Volume II present further background information and detail on some topics covered in this report. KW - Benefit cost analysis KW - Commercial vehicle operations KW - Communications KW - Costs KW - Customer satisfaction KW - CVISN (Program) KW - Demonstration projects KW - Deployment KW - Evaluation and assessment KW - Feasibility analysis KW - Information systems KW - Law enforcement KW - Networks KW - Safety KW - Valuation UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13677.html UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13677/13677.pdf UR - https://trid.trb.org/view/719838 ER - TY - JOUR AN - 00925807 JO - Freight News PB - Federal Highway Administration AU - Federal Highway Administration TI - FREIGHT INFORMATION HIGHWAY AND CARGO VISIBILITY PROTOTYPE PY - 2002/03 SP - 2 p. AB - A typical intermodal shipment traverses many miles and changes hands many times. During its journey, information about a shipment is often minimal and its visibility outside of the time that it's under the direct control of any one party is negligible. This lack of information leads to inefficiencies in freight transport. The Intermodal Freight Technology Working Group has been working with the intermodal industry, the U.S. Department of Transportation, and ITS America to develop and test applicable ITS technologies. Under the guidance of this public-private partnership, a team consisting of American Presidents Line, PAR Logistics Management Systems, Union Pacific, and Transcentric are now deploying the Freight Information Highway and Cargo Tracking prototype national system. The system is expected to integrate an advanced third-generation chassis tracking system with Internet-based intermodal freight logistics applications to provide end-to-end cargo visibility. One of the project's long-term goals is to provide information on the status and location of an asset over its serviceable life.A typical intermodal shipment traverses many miles and changes hands many times. During it journey, information about a shipment is often minimal and its visibility outside of the time that it's under the direct control of any one party is negligible. This lack of information leads to inefficiencies in freight transport. The Intermodal Freight Technology Working Group has been working with the intermodal industry, the U.S. Department of Transportation, and ITS America to develop and test applicable ITS technologies. Under the guidance of this public-private partnership, a team consisting of American Presidents line, PAR Logistics Management Systems, Union Pacific, and Transcentric are not deploying the Freight Information Highway and Cargo Tracking prototype national system. The system is expected to integrate an advanced third-generation chassis tracking system with Internet-based intermodal freight logistics applications to provide end-to-end cargo visibility. One of the project's long-term goals is to provide information on the status and location of an asset over its serviceable life. KW - Cargo handling KW - Chassis KW - Freight Information Highway and Cargo Tracking KW - Freight transportation KW - Information systems KW - Intelligent transportation systems KW - Intermodal transportation KW - Internet KW - Location KW - Logistics KW - Prototypes KW - Status KW - Tracking systems UR - http://www.ops.fhwa.dot.gov/freight/documents/freight-info.pdf UR - https://trid.trb.org/view/720121 ER - TY - JOUR AN - 00925806 JO - Freight News PB - Federal Highway Administration AU - Federal Highway Administration TI - FREIGHT INFORMATION REAL-TIME SYSTEM FOR TRANSPORT (FIRST) PY - 2002/03 SP - 2 p. AB - FIRST is an Internet-based, real-time network that integrates many resources into a single, easy-to-use Web site on cargo and port information. Designed by the intermodal freight industry, in cooperation with public sector partners, FIRST uses the Internet as a platform to data in a variety of formats to facilitate the safe, efficient, secure, and seamless movement of freight through the Port of New York and New Jersey. The FIRST Web site - http://www.firstnynj.com - provides real-time information on cargo status to ocean carriers, exporters, importers, foreign freight forwarders, customs brokers, terminal operators, and rail and trucking services. A trucking company, for example, can use the system to find out the status of a cargo container waiting to be picked up at the port. By verifying that the container is at the terminal and has been released for pickup, the trucker can avoid multiple telephone calls to the terminal and prevent unnecessary trips to the port. KW - Cargo handling KW - Freight Information Real-time System for Transport KW - Freight transportation KW - Intermodal transportation KW - Internet KW - New Jersey KW - New York Metropolitan Area KW - Port Authority of New York and New Jersey KW - Ports KW - Real time information KW - Trucking KW - Websites (Information retrieval) UR - http://www.ops.fhwa.dot.gov/freight/freight_news/first/first.htm UR - https://trid.trb.org/view/720120 ER - TY - JOUR AN - 00925808 JO - Freight News PB - Federal Highway Administration AU - Federal Highway Administration TI - U.S.-CANADA INTERNATIONAL MOBILITY AND TRADE CORRIDOR PY - 2002/03 SP - 2 p. AB - The International Mobility and Trade Corridor (IMTC) is a coalition of over 60 U.S. and Canadian business and government entities whose mission is to identify and pursue improvements to cross-border mobility in the "Cascade Gateway", which includes four land border crossings between British Columbia and Washington State. As part of its comprehensive approach to improving access and mobility at border crossings, IMTC has initiated three projects: (1) a northbound automated border crossing development project, (2) a field operational test of electronic cargo container seals and freight information exchanges with port terminals, and (3) a southbound automated border crossing development project. KW - Automation KW - Border regions KW - British Columbia KW - Cargo handling KW - Containers KW - Development KW - Electronic cargo container seals KW - Freight transportation KW - Information management KW - Intermodal terminals KW - Intermodal transportation KW - International Mobility and Trade Corridor KW - Mobility KW - Ports KW - Trade KW - Washington (State) UR - http://www.ops.fhwa.dot.gov/freight/freight_news/us_canada/us_canada.htm UR - https://trid.trb.org/view/720122 ER - TY - RPRT AN - 00925811 AU - Rogge, D AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF MAINTENANCE PRACTICES FOR OREGON F-MIX PY - 2002/03 SP - 137 p. AB - The Oregon Department of Transportation (ODOT) has been using open-graded F-mix since the 1970s. These porous asphalt concrete mixes have become the pavement-of-choice for rural high-traffic sites statewide, as they promote drainage and reduce hydroplaning, spray and splash. Deformation rutting has also been reduced. Standard pavement maintenance procedures have been developed for dense-graded mixes, but use of these methods on F-mix diminishes its free-draining attributes and changes noise and ride characteristics. This project was developed to study maintenance practices for F-mix and recommend standardized procedures for Oregon. Unfortunately, no new techniques specific to porous pavements or open-graded friction courses could be identified, so researchers surveyed ODOT maintenance personnel to collect experience and recommendations for best practices for F-mix maintenance. Field monitoring was done on specific maintenance projects over several years. This report documents the results of the surveys and field evaluation work, and presents recommendations for improving preventative maintenance, corrective surface maintenance, and winter maintenance practices. Also recommendations are provided for documenting maintenance practices using the pavement management system and maintenance management system. KW - Asphalt concrete pavements KW - Drainage KW - Field studies KW - Hydroplaning KW - Maintenance management KW - Maintenance practices KW - Open graded aggregates KW - Oregon KW - Pavement maintenance KW - Pavement management systems KW - Porous materials KW - Preventive maintenance KW - Rural highways KW - Rutting KW - Spray control KW - Winter maintenance UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DevMaintPractFMixIntRpt.pdf UR - http://ntl.bts.gov/lib/19000/19400/19479/PB2002107301.pdf UR - https://trid.trb.org/view/717984 ER - TY - JOUR AN - 00925057 JO - Public Roads PB - Federal Highway Administration AU - Joseph, B AU - Federal Highway Administration TI - SYNERGY IN ACTION: FHWA'S TRANSPORTATION POOLED-FUND PROGRAM PY - 2002/03 VL - 65 IS - 5 SP - p. 46-49 AB - This article presents an overview of the Federal Highway Administration's Transportation-Pooled Fund Program, through which states can join together to jointly fund research in areas of common interest. The Program's success is synergy-based; that is it fosters and makes use of sharing resources and technical expertise among partners for a better research effort and broader benefits. A description of the Program is given, its goals are explained, and some examples of successful applications of Program efforts are provided. KW - Financing KW - Highway engineering KW - Highway operations KW - Highway planning KW - Highway transportation KW - Partnerships KW - Pooled funds KW - Research management KW - Transportation planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/08.cfm UR - https://trid.trb.org/view/711924 ER - TY - RPRT AN - 00924270 AU - Zevenbergen, L W AU - Edge, Billy L AU - Lagasse, P F AU - Richardson, E V AU - Ayres Associates, Incorporated AU - Edge and Associates, Incorporated AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF HYDRAULIC COMPUTER MODELS TO ANALYZE TIDAL AND COASTAL STREAM HYDRAULIC CONDITIONS AT HIGHWAY STRUCTURES, PHASE III REPORT PY - 2002/03 SP - 39 p. AB - Highway structures in tidal waterways are subjected to foundation scour and stream instability resulting from dynamic flow conditions caused by tides, currents, storm surges and upland runoff. The phases of this study have focused on (1) evaluating computer models to determine which models were well suited for simulating unsteady tidal flow conditions at bridges, (2) developing recommendations on selecting boundary conditions for computer simulations, (3) developing manuals for tidal bridge hydraulics, and (4) providing training and technical support to Pooled Fund member states. In the current phase of this study additional research has been conducted, the manuals have been updated and additional training has been conducted. The research included (1) relating hurricane category to frequency of occurrence along the east coast, (4) developing a method of predicting the rate of contraction scour at a bridge, (3) developing recommendations on including upland runoff in hurricane storm surge analyses, (4) developing an alternative storm surge stage hydrograph, (5) providing guidance on computing wave heights at bridge openings, and (6) providing guidance on incorporating wind into tidal simulations. KW - Boundary conditions KW - Coasts KW - Computer models KW - Highway bridges KW - Hurricanes KW - Hydraulics KW - Hydrographs KW - Manuals KW - Runoff KW - Scour KW - Simulation KW - Storm surges KW - Tides KW - Wave height KW - Wind UR - https://trid.trb.org/view/707708 ER - TY - RPRT AN - 00924268 AU - Swygert, T L AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PAVEMENT MARKING MATERIALS ON I-20, LEXINGTON COUNTY PY - 2002/03 SP - 65 p. AB - During the summer of 1997, permanent pavement markings were placed on a rehabilitated concrete surface section of I-20 from just west of US 378 to just west of SC 6. Epoxy markings were placed along the entire length of the project in the westbound direction. 3M Series 380 tape and the five permanent preformed tapes on the South Carolina Department of Transportation's (SCDOT's) Approval List (3M Series 5730, Swarco Director Series, Advance Traffic Markings - Series 300, Brite Lite Series 1000, Linear Dynamic A4320) were placed in 1-mile sections in the eastbound direction. The SCDOT's Traffic Engineering office requested that the Research Section conduct an evaluation of these markings. Therefore, this study was initiated to evaluate different permanent pavement marking materials used by the SCDOT. For this study, a Mirolux Model 12 handheld retroreflectometer was used to gather the retroreflectivity data. Visual inspections were also conducted to check the appearance and durability of each pavement marking material. Both daytime and nighttime inspections were conducted on the test sections. Based on these inspections, the 3M series 380 had the highest average retroreflectivity measurements and had good visibility both in the daytime and at night. Epoxy markings had the next highest average retroreflectivity measurements and also had good visibility in the daytime and at night. While information obtained from this study was useful to the SCDOT's Traffic Engineering office, if became apparent that a more detailed study needed to be conducted. Several factors led to this conclusion but the most important was the fact that there was only one test section for each material, which is far too limited to draw conclusions and support meaningful recommendations. Therefore, in February of 1998, the SCDOT's Research and Development Executive Committee (RDEC) approved a more detailed project entitled "Evaluation of Retroreflectivity of Interstate Markings" for funding. This project conducted by Clemson University should be completed in the summer of 2002. KW - Daylight KW - Durability KW - Epoxy resins KW - Field tests KW - Inspection KW - Night KW - Retroreflectivity KW - Road marking materials KW - Road marking tapes KW - South Carolina KW - Visibility UR - https://trid.trb.org/view/707706 ER - TY - RPRT AN - 00924260 AU - Darwin, D AU - Browning, J AU - Nguyen, T V AU - Locke, C AU - University of Kansas, Lawrence AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - MECHANICAL AND CORROSION PROPERTIES OF A HIGH-STRENGTH, HIGH CHROMIUM REINFORCING STEEL FOR CONCRETE PY - 2002/03 SP - 158 p. AB - The corrosion of reinforcing steel in highway structures results in maintenance and replacement costs in the United States that are measured in billions of dollars. The use of deicing salts has resulted in the steady deterioration of roadway bridge decks due to corrosion. One method to reduce corrosion is the use of corrosion-resistant alloys. A high-strength, high chromium reinforcing steel, MMFX Microcomposite steel (MMFX-MS), is evaluated for corrosion resistance, mechanical properties, applicability for structural applications, life expectancy and cost effectiveness. The steel is compared with conventional mild steel reinforcement and epoxy-coated reinforcement. Principal emphasis is placed on corrosion performance of the steel, which is evaluated using rapid macrocell tests of bare and mortar-wrapped reinforcement and initial test results for Southern Exposure and cracked beam tests. Life expectancy and cost effectiveness are evaluated based on experience and costs in South Dakota, combined with laboratory results for the chloride content required for corrosion initiation and the rate of corrosion in cracked concrete. MMFX-MS has average yield strengths between 120 and 140 ksi. Most of the specimens tested satisfy the requirements for high-strength steel bars for prestressing concrete, as specified under ASTM A 722. In most cases, the steel also satisfies the requirements for conventional reinforcement under ASTM A 615, although some samples do not meet the requirements for elongation. MMFX-MS bars satisfy the ASTM requirements for bar geometry and will provide satisfactory bond strength with concrete. Depending on bridge deck design, the use of MMFX-MS provides few or no alternatives that satisfy all AASHTO bridge design criteria. The corrosion threshold of MMFX-MS is approximately four times higher than that of conventional reinforcement. It has a corrosion rate between one-third and two-thirds that of uncoated conventional reinforcing steel. Epoxy-coated steel provides superior corrosion performance to MMFX-MS. Bridge decks containing MMFX-MS will require repair approximately 30 years after construction, compared to 10 to 25 years for conventional steel and 40 years for epoxy-coated reinforcement under typical conditions in South Dakota. Bridge decks containing MMFX-MS do not appear to be cost effective when compared to bridge decks containing epoxy-coated reinforcement. MMFX-MS is not recommended for use in bridge decks without the use of a supplementary corrosion protection system. KW - Bond strength (Materials) KW - Bridge decks KW - Chloride content KW - Chromium KW - Corrosion resistance KW - Cost effectiveness KW - High strength steel KW - Laboratory tests KW - Mechanical properties KW - Prestressed concrete KW - Reinforcing bars KW - Reinforcing steel KW - Service life KW - South Dakota KW - Specifications KW - Yield strength UR - http://www.sddot.com/business/research/projects/docs/SD2001_05_final_report.pdf UR - https://trid.trb.org/view/707698 ER - TY - JOUR AN - 00925055 JO - Public Roads PB - Federal Highway Administration AU - Nelson, G G AU - Persaud, R AU - Federal Highway Administration TI - WEATHER: A RESEARCH AGENDA FOR SURFACE TRANSPORTATION OPERATIONS PY - 2002/03 VL - 65 IS - 5 SP - p. 24-29 AB - Even though highway construction is a highly structured, well-planned process, highways exist in a natural setting still subject to the environmental impacts of the weather. The significance of weather is that it crosscuts almost every goal, use, and operation of highways, and this is why it is at risk of becoming lost; it has no single organizational focal point within the highway community. This article looks at the weather as an important dynamic factor affecting a number of aspects of highway transportation including maintenance, traffic flow, and disaster response, among others. Areas and topics covered include weather and highways, weather and operations, and the weather research agenda as it affects surface transportation. KW - Environmental impacts KW - Ground transportation KW - Highway maintenance KW - Highway operations KW - Highway planning KW - Highway transportation KW - Weather conditions KW - Weather forecasting UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/05.cfm UR - https://trid.trb.org/view/711922 ER - TY - JOUR AN - 00925056 JO - Public Roads PB - Federal Highway Administration AU - Lee, C AU - Rochat, J AU - Federal Highway Administration TI - FHWA MODEL PREDICTS NOISE IMPACTS PY - 2002/03 VL - 65 IS - 5 SP - p. 44-45 AB - Highway traffic noise has been a federal, state, and local problem since even before the first noise barrier was built in 1963. Over the years, community and motorist concerns have fueled the push to improve noise measurement and modeling tools that aid transportation agencies in addressing the highway traffic noise problem. This article looks at one such tool, the Federal Highway Administration Traffic Noise Model (FHWA TNM), a new state-of-the-art computerized model for predicting noise impacts in the vicinity of highways. The FHWA TNM uses advances in acoustics and computer technology to improve the accuracy and ease of modeling highway traffic noise, including the design of efficient, cost-effective highway noise barriers. The features and modeling components of the FHWA TNM are described herein. KW - Computer models KW - Highway engineering KW - Highway planning KW - Highway transportation KW - Noise barriers KW - Noise control KW - Noise models KW - Noise sources KW - Traffic noise KW - Traffic relationships KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/07.cfm UR - https://trid.trb.org/view/711923 ER - TY - JOUR AN - 00925054 JO - Public Roads PB - Federal Highway Administration AU - Epstein, K AU - Corino, G AU - Neumann, D AU - Federal Highway Administration TI - NATIONAL REVIEW OF THE HIGHWAY SAFETY IMPROVEMENT PROGRAM PY - 2002/03 VL - 65 IS - 5 SP - p. 18-23 AB - Safety is a critical part of the Federal Highway Administration's (FHWA) mission, and FHWA has established a strategic goal to continually improve highway safety. The agency is committed to reducing highway-related fatalities and serious injuries by 20% by the year 2008. An effective Highway Safety Improvement Program (HSIP) is a key part of increasing highway safety through the implementation of improvements at sites with known and potential crash problems. Under HSIP requirements established in the Code of Federal Regulations, Title 23, Part 924, each state must develop and implement an ongoing HSIP with the overall goals of reducing the number and severity of crashes and decreasing the potential for crashes on all highways. These programs must include components for planning, implementation, and evaluation of safety programs and projects consisting of processes developed by the States and approved by FHWA. This article reports on the findings of a review of highway safety programs, conducted in the states of Connecticut, Delaware, Florida, Iowa, Ohio, and Oregon between February and April 2001, to document the best, unique practices of each state. These states were selected on the basis of their size, their outstanding HSIPs, and their location; the FHWA review team included members from many different agencies. KW - Automobile travel KW - Crashes KW - Fatalities KW - Government agencies KW - Highway safety KW - Highway transportation KW - Safety programs KW - State highway departments KW - Traffic crashes KW - Traffic safety KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/04.cfm UR - https://trid.trb.org/view/711921 ER - TY - JOUR AN - 00925052 JO - Public Roads PB - Federal Highway Administration AU - Flowers, D AU - Otto, L S AU - Federal Highway Administration TI - ARKANSAS COMBINES BEST PRACTICES FOR AN INNOVATIVE INTERSTATE REHABILITATION PROGRAM PY - 2002/03 VL - 65 IS - 5 SP - p. 6-13 AB - This article discusses the success achieved by the Arkansas State Highway and Transportation Department, through its Interstate Rehabilitation Program, in completing the rehabilitation of 380 miles of State highways in 5 years by use of innovative financing and with the full support and backing of state voters. The focus is on the goals and design of the Program itself, the creative funding methods it has employed, public communications efforts, several well-researched highway rehabilitation and maintenance methods, and lessons learned that other states might follow. KW - Arkansas KW - Arkansas State Highway and Transportation Department KW - Best practices KW - Financing KW - Highway maintenance KW - Highway planning KW - Highway transportation KW - Interstate highways KW - Rehabilitation (Maintenance) KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/02.cfm UR - https://trid.trb.org/view/711919 ER - TY - JOUR AN - 00925053 JO - Public Roads PB - Federal Highway Administration AU - Davis, D AU - Federal Highway Administration TI - SMALL INVESTMENT, DRAMATIC DIVIDENDS--SAVING LIVES IN "BLOOD ALLEY" PY - 2002/03 VL - 65 IS - 5 SP - p. 14-17 AB - A highway corridor in northwestern Oregon, encompassing portions of State Routes 18 and 22 and known as "Blood Alley," was notorious for its number of traffic fatalities and crashes. This stretch of highway has seen a dramatic drop in such incidents during the past 3 years due to largely to an innovative public-private partnership. This partnership, described in this article, drew together the Oregon Department of Transportation, 3 northwest Oregon counties, a community traffic safety committee, and a Native American tribal group to reduce the high percentage of cross-median traffic accidents in Blood Alley through a combination of education, enforcement, and engineering. KW - Crossover accidents KW - Fatalities KW - High risk locations KW - Highway corridors KW - Highway safety KW - Highway transportation KW - Oregon KW - Oregon Department of Transportation KW - State highways KW - Traffic crashes KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/03.cfm UR - https://trid.trb.org/view/711920 ER - TY - JOUR AN - 00925051 JO - Public Roads PB - Federal Highway Administration AU - Lineman, L R AU - Federal Highway Administration TI - "STONE-WALLING" IN ARKANSAS PY - 2002/03 VL - 65 IS - 5 SP - p. 2-5 AB - A quaint gravel road leading through the Ozark National Forest, which paralleled the Mulberry River, had been adequate in the past in meeting the needs of the residents along the River, but no longer met highway safety standards. Arkansas's State Highway and Transportation Department (AHTD) faced a major challenge to to improve the quality of the road and some of its bridges without disturbing the beautiful vistas around them. This article describes a project, jointly undertaken by the AHTD, U.S. Forest Service, and the Eastern Federal Lands Highway Division of the Federal Highway Administration, to reconstruct almost 15 miles of Forest Highway 65 from Cass to Oark in several phases in order to improve the highway's safety while maintaining its scenic beauty. KW - Arkansas KW - Arkansas State Highway and Transportation Department KW - Gravel roads KW - Highway maintenance KW - Highway planning KW - Highway safety KW - Highway transportation KW - National parks KW - Rural areas KW - Rural highways KW - Scenic highways KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/publicroads/02mar/01.cfm UR - https://trid.trb.org/view/711918 ER - TY - RPRT AN - 00924102 AU - Covino, B S AU - Cramer, S D AU - Bullard, S J AU - Holcomb, G R AU - Russell, J H AU - Collins, W K AU - Laylor, H M AU - Cryer, C B AU - Oregon Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF ZINC ANODES FOR CATHODIC PROTECTION OF REINFORCED CONCRETE BRIDGES PY - 2002/03 SP - 193 p. AB - Thermal spray zinc (Zn) anodes for cathodic protection (CP) of reinforced concrete structures were investigated in laboratory and field studies conducted by the Albany Research Center, Albany, Oregon, in collaboration with the Oregon Department of Transportation (ODOT). The purposes of the research were to: evaluate the need for preheating concrete to improve the adhesion of the anode; estimate the service life of thermal spray Zn CP anodes; determine the optimum thickness for Zn CP anodes; characterize the anode-concrete interfacial chemistry; and correlate field and laboratory results. Lab studies involved accelerated electrochemical aging of thermal sprayed Zn anodes on concrete slabs, some of which were periodically wetted while others were unwetted. Concrete used in the slabs contained either 1.2 or 3 kg NaCl/cu m (2 or 5 lb NaCl/cu yd) as part of the concrete mix design. The Zn anodes were applied to the slabs using the twin wire arc-spray technique. Half of the slabs were preheated to 120-160 deg C (250-320 deg F) to improve the initial Zn anode bond strength and the other half were not. Accelerated aging was done at a current density of 0.032 A/sq m (3 mA/sq ft), 15 times that used on ODOT coastal bridges. Cores from the Cape Creek Bridge (OR), the Richmond San Rafael Bridge (CA), and the East Camino Underpass (CA) were used to study the anode-concrete interfacial chemistry, to relate the chemistry to electrochemical age at the time of sampling, and to compare the chemistry of the field anodes to the chemistry of anodes from the lab studies. Cores from a CALTRANS study of a silane sealant used prior to the application of the Zn anodes and cores with galvanized rebar from the Longbird Bridge (Bermuda) were also studied. Aged laboratory and field anodes were characterized by measuring some or all of the following parameters: thickness, bond strength, anode-concrete interfacial chemistry, bulk chemistry, anode resistance, circuit resistance, electrochemical age, and air and water permeability. Models are presented for the operation of periodically-wetted and unwetted thermal spray Zn anodes from the initial energizing of the anode to the end of its service life. The models were developed in terms of bond strength, circuit resistance, anode-concrete interfacial chemistry, electrochemical age, and anode condition. The most significant results of the research are: (1) preheating concrete surfaces prior to coating with Zn is unnecessary; (2) anodes generally fail due to loss of bond strength rather than Zn consumption; (3) Unwetted anodes fail more quickly than periodically-wetted anodes; (4) 0.47-0.60 mm anode thickness is adequate for most ODOT coastal impressed current CP (ICCP) installations; (5) based on bond strength, thermal spray Zn ICCP anode service life is about 27 years at 0.0022 A/sq m (0.2 mA/sq ft); (6) anode reaction products alter the anode-concrete interface by rejecting Ca from the cement paste, by replacing it with Zn, and by accumulation of a Zn mineral layer that includes chloride and sulfur compounds; (7) CP system circuit resistance provides effective anode monitoring. KW - Adhesion KW - Anodes KW - Bond strength (Materials) KW - Cathodic protection KW - Chemistry KW - Circuit resistance KW - Electrochemical age KW - Field studies KW - Interfaces KW - Laboratory studies KW - Performance KW - Reinforced concrete bridges KW - Service life KW - Thickness KW - Zinc UR - http://www.osti.gov/energycitations/servlets/purl/804079-JhD8ED/native/804079.pdf UR - http://ntl.bts.gov/lib/200207/15cb007.pdf UR - https://trid.trb.org/view/707671 ER - TY - RPRT AN - 00924082 AU - BOLTON, S AU - Moss, J AU - Southard, J AU - WILLIAMS, G AU - DeBlois, C AU - Evans, N AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - JUVENILE COHO MOVEMENT STUDY PY - 2002/03 SP - 61 p. AB - This pilot study was initiated to investigate movement patterns, habitat utilization, and velocity preferences for young of the year coho salmon (Oncorhynchus kisutch) during the spring in Western Washington and to examine potential factors controlling redistribution timing in the fall. Water velocity appeared to be an important factor in predicting juvenile coho (<55 mm) distribution. Mark-recapture studies indicated that upstream movement by juvenile coho through culverts is low. Timing for fall redistribution of juvenile coho from main channels into off-channel habitat was investigated in relation to water temperature, stream flow, date, and moon phase. The majority of movement by juvenile coho in the Skagit, Suiattle, and Stillaguamish River basins occurred during new and half moon phases. Movement into off-channel habitat by juvenile coho in the Hoh River basin corresponded with floods where flow increased by 2000 cubic feet per second and coincided with a new moon. Studies at Remote Site Incubators indicate that recently emerged coho fry move upstream and downstream. Upstream movement ranged between 100 and 200 meters from April through June. After June, coho fry were found over 500 meters upstream. KW - Channels (Waterways) KW - Culverts KW - Fall KW - Floods KW - Habitat (Ecology) KW - Moon KW - Motion KW - Pilot studies KW - River basins KW - Salmon KW - Spring KW - Streamflow KW - Washington (State) KW - Water temperature KW - Water velocity (Rivers) UR - http://www.wsdot.wa.gov/research/reports/fullreports/539.1.pdf UR - https://trid.trb.org/view/707651 ER - TY - RPRT AN - 00924080 AU - Boon, C B AU - Cluett, C AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ROAD WEATHER INFORMATION SYSTEMS: ENABLING PROACTIVE MAINTENANCE PRACTICES IN WASHINGTON STATE PY - 2002/03 SP - 124 p. AB - Washington State Department of Transportation's (WSDOT's) "rWeather" program has significantly integrated and expanded the capabilities of road weather information systems (RWISs) in the state, enabling proactive winter maintenance practices and better-informed winter travel decisions. The report reviews the potential benefits of a comprehensive, integrated RWIS, including cost-efficient snow and ice control strategies and improved safety and mobility. Use of, and attitudes toward, RWIS by WSDOT maintenance personnel are examined, and barriers to the expanded use of RWIS technologies are identified. Public response to the rWeather traveler information website is evaluated. Recommendations are presented for more fully utilizing RWIS capabilities. KW - Attitudes KW - Barriers to implementation KW - Highway safety KW - Maintenance personnel KW - Mobility KW - Public opinion KW - Recommendations KW - Road weather information systems KW - Snow and ice control KW - Traveler information and communication systems KW - Utilization KW - Washington (State) KW - Websites (Information retrieval) KW - Winter maintenance UR - http://depts.washington.edu/trac/bulkdisk/pdf/529.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/529.1.pdf UR - http://ntl.bts.gov/lib/19000/19300/19303/PB2002105718.pdf UR - https://trid.trb.org/view/707649 ER - TY - RPRT AN - 00924086 AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - FLORIDA INTERSECTION DESIGN GUIDE FOR NEW CONSTRUCTION AND MAJOR RECONSTRUCTION OF AT-GRADE INTERSECTIONS ON THE STATE HIGHWAY SYSTEM PY - 2002/03 SP - 182 p. AB - The design of at-grade intersections requires strict conformance with standard practice, combined with the experience and creativity of the designer in selecting and applying the most appropriate treatment to accommodate each traffic movement. Uniformity is an important ingredient of intersection design because it is essential that all road users encounter familiar conditions at each intersection. Uniform standards and principles also serve to promote intersection treatments that have proven successful and have been accepted by transportation professionals and road users. On the other hand, each intersection may have unique features that distinguish it in some way from other intersections. In addition, there are legitimate differences in local preferences that have created a set of equally acceptable alternatives for some treatments. This creates a tradeoff between uniformity and flexibility. The purpose of this document is to identify the mandatory requirements and to provide guidelines for choice where alternatives exist. The mandatory requirements are collected from several sources that are recognized by the Florida Department of Transportation. The guidelines represent a combination of material from authoritative references and research reports combined with the consensus of a broad-based Technical Advisory Committee of transportation professionals. The main topics, each of which is covered in a separate chapter, include: Design Concepts, Geometric Design, Signalization, Signs and Markings, and Objects and Amenities (Landscaping, Lighting, Utilities, On-Street Parking, Public Transit Facilities, and Mailboxes). KW - Design KW - Design standards KW - Florida KW - Geometric design KW - Guidelines KW - Intersections KW - Landscaping KW - Lighting KW - Mailboxes KW - On street parking KW - Public transit KW - Public utilities KW - Road markings KW - Signalization KW - Traffic signs UR - https://trid.trb.org/view/707655 ER - TY - RPRT AN - 00924068 AU - Courage, K AU - Zhao, N AU - WILLIS, M AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF BENCHMARK DATA AND PROCEDURES FOR TESTING TRAFFIC OPERATIONS MODELS PY - 2002/03 SP - 137 p. AB - Analytical models of traffic flow play an important role in the evaluation of all types of highway facilities. Accurate modeling of facility performance is essential to support decision-making related to planning, design and operation of freeways, arterials, intersections, etc. Most models are constructed on a framework of analytical and simulation concepts and have a very limited empirical basis. Lacking field data as "ground truth," it is very difficult to compare the results from different models and modeling approaches. The Florida Department of Transportation has developed the LOSPLAN software, which provides a set of models for planning level analysis of various traffic facilities. All of the models are based on the level of service estimation procedures prescribed by the Highway Capacity Manual. The objective of the project described in this report was to develop tools and techniques for testing the LOSPLAN components. Software tools were developed to create benchmark data sets for freeway systems, two-lane highways, multilane highways, and signalized arterials. Additional tools were developed to read and analyze the results from traffic models. The results were compared and observations were made on the similarities and differences between the software products that were tested. Observations were also made about internal relationships that were evident in specific models. KW - Arterial highways KW - Benchmarks KW - Databases KW - Freeways KW - Highway capacity KW - Level of service KW - Multilane highways KW - Planning KW - Software KW - Traffic flow KW - Traffic models KW - Two lane highways UR - http://www.fdot.gov/research/Completed_Proj/Summary_PL/FDOT_BB235_rpt.pdf UR - https://trid.trb.org/view/707635 ER - TY - RPRT AN - 00924061 AU - Haimes, Y Y AU - Lambert, James H AU - Kaplan, S AU - Pikus, I AU - Leung, F AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A RISK ASSESSMENT METHODOLOGY FOR CRITICAL TRANSPORTATION INFRASTRUCTURE PY - 2002/03 SP - 56 p. AB - Infrastructure protection typifies a problem of risk assessment and management in a large-scale system. This study offers a methodological framework to identify, prioritize, assess, and manage risks. It includes the following major considerations: (1) a holistic approach to risk identification; (2) prioritization of a large number of risks or risk scenarios; (3) structured solicitation and effective integration of expert judgment into qualitative and quantitative analyses to supplement limited data availability; (4) extreme and catastrophic event analysis; and (5) use of multiobjective framework to evaluate management options (i.e., analyzing trade-offs among noncommensurate, conflicting objectives such as risk and cost). The methodology was illustrated using five case studies of selected transportation infrastructures in the Commonwealth of Virginia. KW - Case studies KW - Expert evidence KW - Holistic approach KW - Infrastructure KW - Methodology KW - Multiobjective framework KW - Risk assessment KW - Risk management KW - Strategic planning KW - Transportation KW - Virginia UR - http://ntl.bts.gov/lib/19000/19100/19177/PB2002104760.pdf UR - http://ntl.bts.gov/lib/37000/37000/37084/02-CR5.pdf UR - https://trid.trb.org/view/707628 ER - TY - RPRT AN - 00924059 AU - Miller, J S AU - Turochy, R E AU - Lambert, James H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CONSIDERATIONS IN THE DEVELOPMENT OF PROCEDURES FOR PRIORITIZING TRANSPORTATION IMPROVEMENT PROJECTS IN VIRGINIA PY - 2002/03 SP - 34 p. AB - The transportation programming process is undergoing a fundamental change akin to that which transpired with the advent of the Intermodal Surface Transportation Efficiency Act in 1991. Some stakeholders have expressed a desire that the programming process be transparent, and some have expressed an interest in using data-driven performance measures. Although there is widespread agreement concerning broad criteria, stakeholders may disagree over specific performance measures. Thus, transportation agencies have become interested in methods for selecting projects based on their merits rather than the more traditional approach of "first in first out." Accordingly, the Virginia Department of Transportation (VDOT) requested that the Virginia Transportation Research Council develop a template that VDOT could use to prioritize capital improvement projects. The role of the template is to help VDOT decide which project should be undertaken first. The scope of the template is limited to projects that are already being programmed. A template based on 14 of 75 performance measures examined was developed and applied to two projects. The template is oriented toward projects relating to the interstate and primary systems, but it is flexible enough that key policy choices can be made in its framework. These include controversial issues, such as access management and land use configurations, and more tedious but critical considerations, such as the relative importance of crash risk, infrastructure maintenance, economic development, and congestion relief. A promising benefit of the template is that it provides an opportunity to manage the debate as to the approach for deciding the order in which projects are programmed. The template will not eliminate disagreement, but it can foster discussion when parties have legitimate and differing opinions as to how projects should be prioritized. To that end, the template may be used as a discussion instrument between VDOT and some of its key stakeholders, including metropolitan planning organizations, planning district commissions, the Commonwealth Transportation Board, and advocacy groups who influence transportation infrastructure decisions. KW - Access control (Transportation) KW - Improvements KW - Interstate highways KW - Land use KW - Performance KW - Policy KW - Primary highways KW - Programming (Planning) KW - Project management KW - Strategic planning KW - Transportation KW - Transportation projects KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r6.pdf UR - http://ntl.bts.gov/lib/19000/19200/19258/PB2002105402.pdf UR - https://trid.trb.org/view/707626 ER - TY - RPRT AN - 00924062 AU - Arsoy, S AU - Barker, R M AU - Duncan, J M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL AND ANALYTICAL INVESTIGATIONS OF PILES AND ABUTMENTS OF INTEGRAL BRIDGES PY - 2002/03 SP - 59 p. AB - This research investigated, through experimental and analytical studies, the complex interactions that take place between the structural components of an integral bridge and the adjoining soil. The ability of piles and abutments to withstand thermally induced cyclic loads was investigated by conducting large-scale cyclic load tests. Three pile types and three integral abutments with hinges were tested in the laboratory. Experiments simulated 75 years of bridge life. Numerical analyses were conducted to analyze the interactions among the abutment, the approach fill, the foundation soil, and the foundation piles. The results indicated that H-piles are most suitable for supporting integral abutments. Concrete piles and pipe piles were too stiff in response to repeated lateral loads, resulting in tension cracks at the connection with the abutment. Further, a hinge in the integral abutment effectively reduces pile stresses by absorbing some of the rotational movement. KW - Bridge abutments KW - Bridge approaches KW - Bridge design KW - Fills KW - Foundation soils KW - H piles KW - Hinges KW - Integral bridges KW - Laboratory tests KW - Load tests KW - Piles (Supports) KW - Repeated loads KW - Soil structure interaction KW - Stresses UR - http://ntl.bts.gov/lib/37000/37000/37083/02-CR6.pdf UR - https://trid.trb.org/view/707629 ER - TY - SER AN - 00923510 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - CORROSION COSTS AND PREVENTIVE STRATEGIES IN THE UNITED STATES PY - 2002/03 SP - 17 p. AB - This technical summary announces the key findings of a Federal Highway Administration (FHWA) study that is fully documented in a separate report of the same title (FHWA-RD-01-156). The primary objectives of this study were (1) to develop an estimate of the total economic impact of metallic corrosion in the United States and (2) to identify national strategies to minimize the impact of corrosion. Activities included determination of the cost of corrosion based on corrosion control methods and services, determination of the cost of corrosion for specific industry sectors, extrapolation of individual sector costs to a national total corrosion cost, assessment of barriers to progress and effective implementation of optimized corrosion control practices, and development of implementation strategies and recommendations for the realization of cost savings. Cost estimates based on corrosion control methods (protective coatings, corrosion-resistant alloys, corrosion inhibitors, plastics and polymers, and cathodic protection) and services (contract services for corrosion control purposes, research and development, and education and training) produced an annual direct cost of corrosion of $121 billion. The cost of corrosion for the individual economic sectors (infrastructure, utilities, transportation, production and manufacturing, and government), when summed, was $137.9 billion per year. KW - Cathodic protection KW - Contracts KW - Corrosion KW - Corrosion protection KW - Corrosion resistant alloys KW - Cost estimating KW - Costs KW - Economic impacts KW - Education and training KW - Governments KW - Industries KW - Infrastructure KW - Inhibitors (Chemistry) KW - Metals KW - Plastics KW - Polymers KW - Prevention KW - Protective coatings KW - Public utilities KW - Repair and maintenance businesses KW - Research KW - Strategic planning KW - Transportation KW - United States UR - https://trid.trb.org/view/710787 ER -