TY  - CONF
AN  - 00794784
AU  - Bergh, T
AU  - Wennerstrom, H
AU  - CARLSSON, A
AU  - Road and Transportation Research Association
TI  - 2+1-ROADS WITH CABLE BARRIERS - RECENT EMPIRICAL FINDINGS
PY  - 2000/06
SP  - p. 267-278
AB  - The recently introduced Swedish traffic policy defines the Null-vision as a major objective: no one killed or severely injured in road traffic accidents.  At the same time, the budget for interurban road investments has been substantially cut. Almost 100 people out of a total of 400 killed yearly on state roads are killed on 13 m roads, still being the safest Swedish two-lane road type.  The main problem on all two-lane roads is run-off and meeting head-on accidents harvesting more than 50% of all fatalities.  The event process is the same.  The driver loses control for some reason and crashes against some obstacle; in the roadside area or into an oncoming unlucky driver.  A full-scale development program directed at low cost 2+1-cable barrier solutions for these existing 13 m roads has therefore been started.  An overview of empirical findings until 1999 from the first opened project, E4 Gavle-Axmartavian, and the final design schemes from the other projects shows that:  (a) The low-cost approach with 2+1 cable barrier within existing right-of-way and low profile for widenings, access roads and separation for normal 13 m roads is very difficult to promote in the political planning process and in negotiations with land owners.  Emergency vehicle drivers are very concerned with hindrances at narrow one-lane sections.  Costs for non semi-motorways (i.e., at-grade junctions, access roads, bikers, pedestrians and slow moving vehicles allowed) tend to end in the interval 350-600 Euro/m with solutions very close to semi-motorway standard.  (b) The traffic safety and behavior performance of E4 Gavle-Axmartavian has so far surpassed expectations with no severely injured in 2.1 Million axle-pair-km.  The Safety Division of the Swedish National Road Administration is very optimistic, though work zone safety is a major problem.  (c) The negative impact on normal traffic conditions is less than anticipated.  Average speeds have increased.  Traffic blockages, though, take longer to handle than expected.  (d) The maintenance problems experienced so far are approximately as expected.  Maintenance costs excluding barrier repairs are so far not higher than for normal 13 m roads.  The repair frequency and cost for the cable barrier is very high.  (e) Public attitudes have changed dramatically in a positive direction, from less than 10% positive drivers to 40%.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Attitudes
KW  - Barriers (Roads)
KW  - Behavior
KW  - Cables
KW  - Costs
KW  - Drivers
KW  - Fatalities
KW  - Frontal crashes
KW  - Maintenance
KW  - Ran off road crashes
KW  - Sweden
KW  - Traffic incidents
KW  - Traffic safety
KW  - Traffic speed
KW  - Two lane highways
UR  - https://trid.trb.org/view/656897
ER  - 

TY  - CONF
AN  - 00794786
AU  - Spacek, P
AU  - Road and Transportation Research Association
TI  - TRACK BEHAVIOR AND ACCIDENT OCCURRENCE IN CURVES ON TWO-LANE HIGHWAYS IN RURAL AREAS
PY  - 2000/06
SP  - p. 288-298
AB  - In contrast to the common description of driving behavior in curve areas by speeds, this research investigated track behavior.  The research inception is based on the consideration that track behavior is more suitable to distinguish unconscious or unintentional failures made by drivers negotiating curves than speed behavior.  In this connection:  (a) a classification of the driving processes according to the type of the track paths along curves was developed, and six track types were defined and their characteristic features were determined; (b) the frequency of occurring individual track types and their correlations with curve geometry were evaluated; and (c) correlations between track behavior and accidents in curves were examined.  For these aims, data were collected for curves on two-lane highways in rural areas in Switzerland (speed limit 80 km/h).  The measurements were made with "measuring posts", a tool which is built into regular delineator poles for camouflage.  Up to 12 measuring poles were set up along the curved sections.  They permit the detection of pass-through-times, driving direction, vehicle lengths, spot speeds as well as distances of the vehicles from the edge of the pavement.  For the data analyses an extensive computer program system was compiled, which enables the reconstruction of the track paths (spline interpolation) and their representation on the background of the actual curve situation.  The investigation confirmed that in curves different patterns of track paths do exist, and that the frequencies of the individual track types differ considerably from curve to curve.  The track types also have very different characteristics.  Due to the limited sample size the analyses seem to suggest that relations exist between accident frequency and frequency of certain track types.  For an example of a curve with increased accident frequency, it could be proven that also obvious dependencies exist between accident sites and track behavior.  The investigation pointed to the importance of collecting additional data on track behavior, particularly as a means for the early recognition of potential dangers in curves.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Behavior
KW  - Computer programs
KW  - Correlation analysis
KW  - Crash rates
KW  - Drivers
KW  - Highway curves
KW  - Rural highways
KW  - Switzerland
KW  - Track behavior
KW  - Track paths
KW  - Two lane highways
UR  - https://trid.trb.org/view/656899
ER  - 

TY  - CONF
AN  - 00794767
AU  - Dijkstra, A
AU  - Road and Transportation Research Association
TI  - TRANSFORMING "TRADITIONAL" URBAN MAIN ROADS INTO SUSTAINABLY-SAFE ROADS
PY  - 2000/06
SP  - p. 57-68
AB  - Urban street design is a matter of local road authorities. However, the Dutch national government has provided general "recommendations for traffic provisions in built-up areas." These recommendations are currently being revised.  The main goal of the revision is to implement the principles of a "Sustainable Safe Traffic and Transport System."  These principles aim at a traffic and transport system which is inherently safe: prevention (before accidents happen) is better than curing (after accidents have occurred).  The application of these principles to residential street design will result in a type of design which is close to our "traditional design" (streets with a speed limit of 30 km/h).  However, the design of main streets (distributors) will be quite different from the design we are used to.  This paper focuses on the knowledge required to design inherently safe distributor roads without disturbing the many functions (for public transport, shopping, delivering of goods, parking) of this type of street too much.  This paper describes the "ideal" inherently safe distributor, and confronts this design with the possibilities and impossibilities caused by the urban functions and demands.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Arterial highways
KW  - Highway design
KW  - Netherlands
KW  - Residential streets
KW  - Sustainable development
KW  - Traffic safety
KW  - Urban highways
UR  - https://trid.trb.org/view/656880
ER  - 

TY  - CONF
AN  - 00794769
AU  - Jack, R
AU  - Road and Transportation Research Association
TI  - TRAFFIC CALMING IN CANADA
PY  - 2000/06
SP  - p. 81-92
AB  - The objective of this paper is to share the Canadian experience with respect to the current status and future direction of neighbourhood traffic calming.  Until recently there has been little consistency across Canada in the understanding, planning, design and implementation of traffic calming measures and plans. This is due, in part, to a combination of factors including the relatively recent introduction to traffic calming, varying climatic conditions, range of practitioner experience and level of public acceptance.  This will hopefully change with the recent publication of the Canadian Guide to Neighbourhood Traffic Calming (December, 1998).  The author of this paper was the co-author of the Guide.  This project (the Guide) was a joint effort of the Transportation Association of Canada and the Canadian Institute of Transportation Engineers.  The goal was to develop guidelines to assist practitioners in the planning, design and implementation of traffic calming measures, and to bring a level of standardization to their application.  Related issues of liability, safety, streetscaping and landscaping were also addressed.  Traffic calming experiences from outside Canada were considered.  European, Australian and American practices and designs were evaluated and adapted, where appropriate. Traffic calming in Canada can no longer be viewed and evaluated solely as a means of slowing or diverting traffic.  There is a wide range of issues that need to be acknowledged and addressed to ensure that traffic calming is technically effective while also being acceptable to both the community and the road authority.  This paper provides an overview of traffic calming. It identifies some of the fundamental principles and factors to consider in developing a traffic calming plan.  It outlines the applicability and implication of various traffic calming measures and it provides general design considerations.  It concludes with a summary of the key issues that need to be addressed on an ongoing basis.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Canada
KW  - Guidelines
KW  - Neighborhoods
KW  - Planning and design
KW  - Traffic calming
UR  - https://trid.trb.org/view/656882
ER  - 

TY  - CONF
AN  - 00794763
AU  - Hauer, E
AU  - Road and Transportation Research Association
TI  - SAFETY IN GEOMETRIC DESIGN STANDARDS I: THREE ANECDOTES
PY  - 2000/06
SP  - p. 11-23
AB  - Many believe that roads designed to standards are safe roads. In the companion paper the claim will be made that such roads are neither safe nor unsafe; that their safety is largely unpremeditated.  Here the author relates three historical anecdotes to motivate the claim.  The anecdotes speak of three prominent geometric standards:  vertical crest curves, lane width and horizontal curves.  In each case the design standards were written and repeatedly rewritten without factual knowledge of their repercussions on crash frequency and severity.  It is widely believed that roads designed to standards are (appropriately) safe.  This belief is based in trust; a trust that the succession of standards committees that formulated and improved design standards, did so on the basis of factual knowledge about how their decisions affect crashes.  To shake the foundation of this belief the author presents here three historical anecdotes.  These anecdotes show that knowledge of the crash frequency and severity consequences of design decisions played no discernible role in the formulation and in consecutive revisions of important design standards and procedures.  The lessons drawn from these historical anecdotes direct attention to the design paradigm that has been shaped by the history and culture of civil engineering.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Crash rates
KW  - Crash severity
KW  - Design standards
KW  - Geometric design
KW  - Highway curves
KW  - Highway design
KW  - Highway safety
KW  - Horizontal curvature
KW  - Traffic lanes
KW  - Vertical curvature
KW  - Width
UR  - https://trid.trb.org/view/656876
ER  - 

TY  - CONF
AN  - 00794765
AU  - Bahar, G
AU  - Smiley, A
AU  - Road and Transportation Research Association
TI  - THE INTEGRATION OF HUMAN FACTORS AND EXPLICIT SAFETY IN HIGHWAY GEOMETRIC DESIGN
PY  - 2000/06
SP  - p. 36-47
AB  - The practice of road geometric design is undertaken in a number of phases, commonly named planning and feasibility, preliminary design, detailed design, and construction.  Key decisions that affect safety are based on standards, policies and guidelines or in the absence of those, on the best engineering judgment of the practitioners.  Today, it is recognized that the professional experience of one individual is not sufficient to ensure road safety.  Projects in Ontario, Canada have used multidisciplinary professional teams (traffic engineer, road designer, human factors and safety engineering specialists, among others) in the evaluation of existing roads to determine safety concerns as fundamental input to future projects (3 or 4R).  A formalized process integrating human factors and explicit safety has been developed for identifying sites with potential for safety improvement, for diagnosing problems at these sites and for selecting cost-beneficial countermeasures.  Countermeasure recommendations are substantiated by the findings of research studies of safety effects based on collision analyses.  This paper describes both the formalized process as well as a case study whereby the different contributions of members of the professional team during the office and field investigations established an effective interaction and a "model" for future projects.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Case studies
KW  - Countermeasures
KW  - Crash analysis
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
KW  - Human factors
KW  - Multidisciplinary teams
KW  - Ontario (Province)
UR  - https://trid.trb.org/view/656878
ER  - 

TY  - CONF
AN  - 00794766
AU  - Robinson, JBL
AU  - Smith, Gary A
AU  - Road and Transportation Research Association
TI  - THE 1999 CANADIAN GEOMETRIC DESIGN GUIDE: ROAD SAFETY INITIATIVES
PY  - 2000/06
SP  - p. 49-56
AB  - In 1997, the Transportation Association of Canada - the national custodian of Canada's Geometric Design Guide - commissioned a complete update of the existing guide, which had last been revised in 1986.  A fundamental part of this update involved incorporating new thinking on the explicit evaluation of the road safety implications of geometric design decisions and a departure from the concept of "standards" as a basis for the provision of overall design guidance.  This paper discusses the areas of major change introduced in the new guide and their implications for the professional practice of road design in Canada.  The new concept of the Design Domain is presented and discussed.  This concept was developed to address the difficulty of applying the concept of "standards", as they are thought of in other fields, to a process that necessarily requires the designer to exercise professional judgement and expertise in their application to roadway design.  Its advantages and disadvantages are outlined and the technical aspects of its implementation are set out.  The latter is accomplished through the provision of up to five levels of guidance for any given design criterion:  numerical guidance on the upper and lower bounds of the domain; a commentary on its technical foundation; sets of heuristics for the application of the domain in particular circumstances; quantitative tools for the evaluation of safety performance; and worked examples of the application of the design domain to the design criterion under consideration. The authors outline the specific areas where efforts to incorporate quantitative tools and heuristics for the explicit evaluation of safety performance have been most successful and those where the information base is still insufficient.  In the concluding section of the paper, the authors examine the implications of these changes for road agency administrators, design policies, and designers.  They also comment upon the possible impact that the new guide will have on both road safety audit and value engineering processes.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Canada
KW  - Design domain
KW  - Design standards
KW  - Geometric design
KW  - Guidelines
KW  - Heuristic methods
KW  - Highway design
KW  - Highway safety
KW  - Quantitative analysis
UR  - https://trid.trb.org/view/656879
ER  - 

TY  - CONF
AN  - 00794773
AU  - Pietrucha, F
AU  - Walawski, S
AU  - Road and Transportation Research Association
TI  - EXPERIENCES WITH ADAPTING TECHNICAL ROAD SAFETY MEASURES AT THE PASSING OF TRUNK ROADS THROUGH VILLAGES AND SMALL TOWNS
PY  - 2000/06
SP  - p. 135-144
AB  - A distinctive mark of a basic Polish road network is the almost entire lack of motorways and expressways (from about 46,000 km of whole national road network only about 33 km are motorways and expressways).  This factor as well as the little number of bypasses causes many sections of heavy traffic trunk roads to pass through areas with high density population.  For many people living on both sides of the road such sections are essentially integration barriers.  Because during the last ten years the motorization level in Poland has almost doubled, there has been observed an increase of traffic volumes on these roads. This occurrence is accompanied by an increasing number of road accidents.  Many of the accidents, particularly those involving pedestrians and bicyclists, have occurred on sections of trunk roads passing through villages and small towns.  The authors' consulting firm redesigned through reconstruction and modernization many of these sections passing through villages and small towns.  Efforts were directed mainly at enforcing a decrease of vehicle velocity on these sections and separation of vehicle traffic from pedestrian and bicyclist traffic.  A before and after traffic safety analysis was conducted to gather experiences, both positive and negative in the sense of improving or worsening of the traffic safety condition.  In this paper, the authors present some results of their experiences and estimate the degree of traffic safety obtained by these technical measures.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Before and after studies
KW  - Bicycle crashes
KW  - Highway design
KW  - Modernization
KW  - Pedestrian-vehicle crashes
KW  - Poland
KW  - Primary highways
KW  - Reconstruction
KW  - Small towns
KW  - Speed control
KW  - Towns
KW  - Traffic calming
KW  - Traffic crashes
KW  - Traffic safety
KW  - Traffic volume
UR  - https://trid.trb.org/view/656886
ER  - 

TY  - CONF
AN  - 00794772
AU  - O'Cinneide, D
AU  - CROWLEY, F
AU  - Harrington, L
AU  - Road and Transportation Research Association
TI  - TRAFFIC CALMING ON INTER-URBAN ROUTES IN IRELAND
PY  - 2000/06
SP  - p. 122-134
AB  - Many European countries are implementing traffic calming measures to reduce the negative effects of traffic on their communities and environment.  In Ireland, numerous towns and villages are traversed by main arterial routes which carry high volumes of heavy vehicles.  Also, the favourable economic climate has resulted in large traffic increases.  The construction of bypasses for most of these towns and villages is not possible at present due to funding and resource allocations, so the transient traffic must be controlled by self-enforcing traffic engineering methods.  The principal objective of traffic calming in Ireland is to decrease the number and severity of accidents through speed reduction.  This paper presents the current practice of traffic calming in Ireland and the results of studies carried out on traffic calming schemes located on inter-urban routes.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Arterial highways
KW  - Intercity travel
KW  - Ireland
KW  - Speed control
KW  - Traffic calming
KW  - Truck traffic
UR  - https://trid.trb.org/view/656885
ER  - 

TY  - CONF
AN  - 00794774
AU  - Hasson, P
AU  - Road and Transportation Research Association
TI  - DESIGN AS AN ELEMENT IN A COMPREHENSIVE RURAL ROAD SAFETY STRATEGY
PY  - 2000/06
SP  - p. 145-157
AB  - The paper discusses the results of a study on safety strategies for rural roads performed by the Organization for Economic Cooperation and Development (OECD).  The OECD is an international organization that represents the 29 most highly developed nations in the world.  Rural roads constitute between 50 and 95% of the road system in many OECD countries.  Each year, nearly 75,000 people are killed on rural roads in OECD countries.  These deaths are accompanied by economic costs on the order of $120 billion (U.S. dollars) per year.  The OECD therefore created an Expert Group composed of representatives from 14 countries to examine the problems and propose strategies for improving the situation.  Over the course of two years, the Expert Group developed, discussed and revised materials related to rural road safety before arriving at a set of conclusions and recommendations.  A final report has been published by OECD. The report recommends that safety should receive explicit attention at every level of the process, from the decision to build or rebuild a road to the planning and design stages, through construction and during operation and maintenance. Within this context, the report suggests that the basis of a safe rural road design is a consistent, hierarchical road network, in which each road category has a particular function to fulfill.  Also, the design of the road should be consistent with the function and in accordance with the lowest functional use of the road.  Several specific safety-related rural road design characteristics are covered in the report, including cross-section, intersections, alignment, and transition zones between rural and built-up areas.  Design elements related to vulnerable road users, i.e., bicyclists and pedestrians, and forgiving roadsides are also covered.  A main recommendation in the report is that every OECD member country should develop a rural road safety improvement strategy.  Though the report covers such areas as trauma management and Intelligent Transportation Systems applications and encourages their incorporation into an integrated approach, it concludes that infrastructure-related measures, especially design, and police enforcement are essential ingredients.  The paper discusses the design-related safety aspects covered in the report as well as introducing the other safety countermeasures that were proposed.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Alignment
KW  - Bicycles
KW  - Countermeasures
KW  - Cross sections
KW  - Developed countries
KW  - Highway design
KW  - Highway safety
KW  - Intersections
KW  - Organization for Economic Cooperation and Development
KW  - Pedestrian safety
KW  - Roadside
KW  - Rural highways
KW  - Strategic planning
KW  - Transition zones
UR  - https://trid.trb.org/view/656887
ER  - 

TY  - CONF
AN  - 00794768
AU  - Knapp, K K
AU  - Welch, Thomas M
AU  - Road and Transportation Research Association
TI  - THE THREE-LANE CROSS SECTION: A MITIGATION MEASURE FOR URBAN FOUR-LANE UNDIVIDED ROADWAYS
PY  - 2000/06
SP  - p. 69-80
AB  - A large number of four-lane undivided roadways exist in the U.S. In many cases, these roadways were originally constructed to serve increasing volumes of traffic within a given right-of-way. Unfortunately, it is now commonly accepted that four-lane undivided roadways experience higher overall crash rates than roadways with other cross sections.  It is not surprising, therefore, that many four-lane undivided roadways have experienced an unacceptable degradation of service and safety as traffic volumes have increased.  The solution to operational and/or safety problems on four-lane undivided roadways has typically involved the addition of a raised median or two-way-left-turn lane (TWLTL).  This type of improvement has accepted mobility and safety benefits, but may also include significant cost and right-of-way impacts.  Recently, the implementation of a three-lane cross section (i.e., one lane in each direction and a continuous TWLTL) has been suggested as an alternative, in some cases, to widening four-lane undivided roadways.  Guidelines have been proposed to assist with the selection of candidate roadways for four-lane undivided to three-lane conversions.  Summarized in this paper is some of the proposed content of these guidelines.  Previous research about the conversion of four-lane undivided roadways to three-lane cross sections is discussed, and a number of anecdotal and quantitative before-and-after conversion case studies presented. A qualitative and/or quantitative discussion of several feasibility determination factors is then documented.  The factors discussed include roadway function; total traffic volume; turning volumes and patterns; weaving, speed, and queues; collision type and patterns; pedestrian and bike activity; and right-of-way availability and cost.  The significance and importance of these factors, and how they are different for four-lane undivided and three-lane cross sections, are evaluated.  The results of some ongoing, but preliminary, modeling, simulation, and level of service analyses are also included in the discussion when appropriate.  The guidelines produced when this ongoing project is finished should help transportation professionals identify the preferred roadway corridor characteristics for a feasible four-lane undivided to three-lane conversion.  It has been concluded, however, that a three-lane cross section may be a viable mitigation measure for a problematic four-lane undivided roadway.  The impacts of this type of improvement, therefore, should be analyzed and compared to the impacts of the other feasible alternatives in a detailed engineering study.  When properly implemented the conversion of a four-lane undivided roadway to a three-lane cross section can produce acceptable levels of service and also improve safety.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Before and after studies
KW  - Case studies
KW  - Costs
KW  - Crash rates
KW  - Cross sections
KW  - Feasibility analysis
KW  - Four lane highways
KW  - Guidelines
KW  - Highway safety
KW  - Level of service
KW  - Right of way (Land)
KW  - Three lane highways
KW  - Traffic mitigation
KW  - United States
KW  - Urban highways
UR  - https://trid.trb.org/view/656881
ER  - 

TY  - CONF
AN  - 00794770
AU  - Kallberg, V-P
AU  - RANTA, S
AU  - Road and Transportation Research Association
TI  - IMPACTS OF URBAN SPEED-REDUCING MEASURES
PY  - 2000/06
SP  - p. 93-109
AB  - The impacts of various urban speed-reducing measures on driving speeds at single sites are described quantitatively based on a literature review.  The measures in the review included speed limits, physical measures like humps and road narrowings, roundabouts, reconstruction of residential streets and through roads in small villages, and area-wide traffic calming schemes. Altogether the impacts on mean speed at single sites varied from a 5 km/h increase to a 27 km/h decrease.  There were large variations in the impacts between measures of different types, but also between same type of measures.  The results show that speeds of 30 km/h or less can be achieved with careful planning and use of tailored combinations of measures.  Reduction of a speed limit without other supportive measures seldom has the desired effect.  The effect on safety can be faster and usually more reliably estimated from speed changes than from accident statistics.  The reviewed speed-reducing schemes did not always have an explicit speed target.  Many studies reported the impacts on speed superficially, and many lacked all reference to actual speeds.  Issues of importance for consideration by planners of urban speed-reducing schemes and those studying their effects are discussed.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Finland
KW  - Impact studies
KW  - Literature reviews
KW  - Planning
KW  - Reconstruction
KW  - Road narrowing
KW  - Roundabouts
KW  - Speed control
KW  - Speed control humps
KW  - Speed limits
KW  - Traffic calming
KW  - Traffic safety
KW  - Traffic speed
KW  - Urban highways
UR  - https://trid.trb.org/view/656883
ER  - 

TY  - CONF
AN  - 00794764
AU  - Hauer, E
AU  - Road and Transportation Research Association
TI  - SAFETY IN GEOMETRIC DESIGN STANDARDS II: RIFT, ROOTS AND REFORM
PY  - 2000/06
SP  - p. 24-35
AB  - Many believe that roads built to geometric design standards are safe.  The truth is that the safety of such roads is largely unpremeditated.  This central claim is substantiated in detail. The roots of the rift between belief and reality seems to be in two:  first, the tendency to define failure not by crash frequency and severity but by surrogates such as deficient sight distance, insufficient centripetal force, etc.; and second, the inclination to deal with the road user as with inanimate matter that has properties akin to physical constants.  Both may be linked to the tribal custom of civil engineers.  The last part of the paper explores avenues for reform.  Designers of roads believe that roads built to standards are safe.  Lawyers and judges assume that roads designed to standards are appropriately safe.  Beliefs, no matter how passionately held, and assumptions, no matter how repeatedly applied, are fallible guides to truth.  The truth is that roads designed to standards are not safe, not unsafe, and not appropriately safe; roads designed to standards have an unpremeditated level of safety. This is the claim to be substantiated.  In the first part of this paper the author attempts to provide a systematic basis for the claim.  A sequence of arguments is used to show that if the safety of a road is measured in terms of crash frequency and severity, then statements about roads built to standards being as safe as they can be, or as safe as they should be are untenable.  One of the arguments used (and substantiated in the companion paper) is that standards tend to be written not with crashes but with crash surrogates in mind.  Sight distance, separation between oncoming vehicles, centripetal force and driver comfort are substitutes for safety (as measured by crash frequency and severity).  Because the relationship between surrogates and safety is uncertain and often counter-intuitive, there is no clear link between geometric design standards and safety.  In the second part of this paper the author examines the historical root of the design paradigm that allowed the rift between crashes and surrogates to develop and caused the separation between intent and reality.  The last part of the paper examines options for reforming road design; what to do so that the roads we build are appropriately safe.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Crash rates
KW  - Crash severity
KW  - Crash surrogates
KW  - Design standards
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
UR  - https://trid.trb.org/view/656877
ER  - 

TY  - CONF
AN  - 00794771
AU  - Hasen, D
AU  - Road and Transportation Research Association
TI  - TRAFFIC CALMING ON TRUNK ROADS USING A DRIVING SIMULATOR
PY  - 2000/06
SP  - p. 110-121
AB  - Traffic calming has been used on Britain's local roads in areas with 48 kph speed limits since the late 70s and early 80s and on major roads since the early 90s.  However, having regard to the speeds of vehicles on trunk roads, there is a need to balance the suitability, effectiveness and environmental impact of some of the traffic calming features on these roads.  To determine the effect of different measures across a range of road situations, and obtain quicker results, the Highways Agency has carried out research into traffic calming on trunk roads in controlled conditions using an interactive driving simulator at the Transport Research Laboratory UK.  The research followed a previous pilot trial (Lockwood 1997) where the effect of signing and marking were broadly reproduced in the simulator.  The overall aim of the present research is to expand on the range of measures and the locations in which they are applied, with particular reference to trunk roads.  This paper describes each element of the research and reviews the outcome where, as a result of the measures trialled, reductions of speeds of between 0.1 kph and 9.6 kph were obtained.  For this trial "traffic calming" should be understood to mean signing and marking features.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Driving simulators
KW  - Primary highways
KW  - Road markings
KW  - Speed control
KW  - Traffic calming
KW  - Traffic signs
KW  - United Kingdom
UR  - https://trid.trb.org/view/656884
ER  - 

TY  - CONF
AN  - 00794762
AU  - Road and Transportation Research Association
TI  - 2ND INTERNATIONAL SYMPOSIUM ON HIGHWAY GEOMETRIC DESIGN, MAINZ, GERMANY, JUNE 14-17, 2000. CONFERENCE PROCEEDINGS
PY  - 2000/06
SP  - 695p
AB  - The symposium provided a forum for highway geometric design practitioners, policy makers, and researchers to gain insights that stimulate continued improvement of highway geometric design.  The symposium featured the latest research and developments in highway geometric design policies, procedures, and practices throughout the world.  The proceedings contain 56 papers and 6 poster abstracts presented at the symposium.  These papers and abstracts represent the work of more than 100 authors from 20 countries.  The papers are organized according to the symposium session in which they were presented.  There were 16 paper sessions, in addition to the opening plenary session and the poster session.  Topics covered include safety in design, urban design issues, traffic calming, intersections and roundabouts, cross sections, horizontal curves, design vehicles, design speed and speed consistency, sight distance, vertical alignment, interchanges, two-lane rural roads, pedestrian and bicycle facilities, and flexibility in highway design.
U1  - 2nd International Symposium on Highway Geometric DesignTransportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; IMainz, Germany StartDate:20000614 EndDate:20000617 Sponsors:Transportation Research Board; Road and Transportation Research Association, Germany; American Association of State Highway and Transportation Officials; American Society of Civil Engineers; Federal Highway Administration; International Road Federation; I
KW  - Alignment
KW  - Bicycle facilities
KW  - Conferences
KW  - Cross sections
KW  - Design practices
KW  - Design speed
KW  - Design vehicles
KW  - Geometric design
KW  - Highway curves
KW  - Highway design
KW  - Highway safety
KW  - Horizontal curvature
KW  - Interchanges
KW  - Intersections
KW  - Pedestrian areas
KW  - Policy
KW  - Roundabouts
KW  - Rural highways
KW  - Sight distance
KW  - Traffic calming
KW  - Two lane highways
KW  - Urban design
KW  - Vertical alignment
UR  - https://trid.trb.org/view/656875
ER  - 

TY  - RPRT
AN  - 00794709
AU  - Lukanen, E O
AU  - Stubstad, R
AU  - Briggs, R
AU  - Braun Intertec Corporation
AU  - Federal Highway Administration
TI  - TEMPERATURE PREDICTIONS AND ADJUSTMENT FACTORS FOR ASPHALT PAVEMENT
PY  - 2000/06
SP  - 77 p.
AB  - This report presents the results of an analysis of the response that deflections and backcalculated asphalt moduli have to the pavement temperature.  The study used deflection and temperature data from 40 sites monitored in the Seasonal Monitoring Program of the Long Term Pavement Performance (LTPP) program.  The report presents improved methods of estimating the temperature within an asphalt pavement based on the measurement procedures used for the LTPP program.  The data necessary to estimate the temperature within the asphalt included the surface temperature, time of day, depth below the surface, and the average air temperature from the previous day.  Backcalculation of the asphalt modulus from the deflection data of the 40 sites was related to pavement temperature, and a method of estimating what the modulus of the asphalt would be at different temperatures is presented.  Deflection and deflection basin shape factor response to temperature was also evaluated, resulting in relationships for each of the items evaluated with pavement temperature.  Items evaluated include the deflection under the load plate (center sensor), center sensor minus offset sensors, center sensor divided by offset sensors, AREA factor, and the F-1 factor.  The relationships were then used to develop procedures for adjusting for the effects of temperature.
KW  - Adjustment factors
KW  - Asphalt pavements
KW  - Backcalculation
KW  - Deflection
KW  - Estimating
KW  - Long-Term Pavement Performance Program
KW  - Modulus
KW  - Temperature
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/98085a/98085a.pdf
UR  - http://ntl.bts.gov/lib/17000/17000/17072/PB2000107444.pdf
UR  - https://trid.trb.org/view/653890
ER  - 

TY  - RPRT
AN  - 00793878
AU  - Paikowsky, S G
AU  - Hart, L J
AU  - Pruitt Energy Sources, Incorporated
AU  - UMASS-Lowell
AU  - Massachusetts Highway Department
AU  - Federal Highway Administration
TI  - DEVELOPMENT AND FIELD TESTING OF MULTIPLE DEPLOYMENT MODEL PILE (MDMP)
PY  - 2000/06
SP  - 284 p.
AB  - A model pile is a calibrated tool equipped with instrumentation capable of monitoring the pile/soil interaction over the pile history.  Monitoring includes the installation, pore pressure dissipation combined with consolidation and soil pressure equalization, and ultimately the pile behavior under loading and failure.  The model pile installation and soil structure interaction simulate the actual field conditions of full-scale piles.  As such, the obtained information can be utilized directly (e.g., skin friction) or extrapolated (e.g., pore pressure dissipation time) to predict the soil's response during full-scale installation.  The Multiple Deployment Model Pile (MDMP) was developed as an in situ tool for site investigations. The MDMP instrumentation is capable of monitoring the pile/soil interaction throughout the life cycle of a driven pile: (1) dynamic force and acceleration readings at the pile top and along the pile during driving; (2) pore water pressure and radial stresses during equalization; and (3) skin friction, end-bearing resistance, and local (subsurface) displacement during static loading.  These measurements allow the observation of pile capacity gain (a.k.a. "set-up" or "freeze") and accurately monitor the load-transfer relations.  The MDMP was successfully deployed twice in Newbury, MA during March 1996. The obtained dynamic measurements allowed the evaluation of the pile's static capacity and clarified the difficulties associated with dynamic analysis of small-scale penetration.  Pile capacity gain with time was examined based on normalization procedures developed by Paikowsky et al. (1995).  The excess pore water pressure dissipation, variation of radial effective stresses, and pile capacity gain with time were determined for the two tests.  The obtained results show that the MDMP is capable of providing accurate soil-structure interaction relations during static load testing.  The measurements indicate a complex mechanism governing capacity gain that combines pore pressure dissipation and radial stress redistribution over time.  These findings are used to predict the time-dependent behavior of full-scale instrumented piles and to re-evaluate the capacity gain phenomenon.  The obtained results explain some unanswered questions and allow the development of procedures incorporating pile capacity gain in design and construction.
KW  - Development
KW  - Earth pressure
KW  - Failure
KW  - Field tests
KW  - Installation
KW  - Load tests
KW  - Model piles
KW  - Multiple deployment model piles
KW  - Pile/soil interaction
KW  - Piles (Supports)
KW  - Pore pressure
KW  - Soil structure interaction
KW  - Soils
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/99194/index.cfm
UR  - https://trid.trb.org/view/653713
ER  - 

TY  - ABST
AN  - 01459572
TI  - Environmental Information Management and Decision Support System for Transportation
AB  - The objective of this project is to develop a system for environmental information management and decision support for transportation plans, programs, projects, operations, and maintenance activities.
KW  - Decision making
KW  - Environmental policy
KW  - Information management
KW  - Maintenance
KW  - Management
KW  - National Cooperative Highway Research Program
KW  - Program management
KW  - Research projects
KW  - Transportation Equity Act for the 21st Century
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=759
UR  - https://trid.trb.org/view/1227786
ER  - 

TY  - ABST
AN  - 01459588
TI  - Development of an Update to the 1997 AASHTO Redbook
AB  - The objective of this project is to develop recommendations for the updating the AASHTO Redbook entitled, A Manual on User Benefit Analysis of Highway and Bus-Transit Improvements 1977.
KW  - Benefit cost analysis
KW  - Bus transit
KW  - Improvements
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - User benefits
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=506
UR  - https://trid.trb.org/view/1227802
ER  - 

TY  - ABST
AN  - 01459297
TI  - H-3 North Halawa Valley Viaducts: Five-Year Monitoring Program
AB  - Instrumentation and monitoring of the North Halawa Valley Viaduct performance was initiated in 1994.  Installation of the monitoring instrumentation was completed in 1994.  Monitoring after installation of the instrumentation ended on December 31, 1999.  The most valuable outcome of this first monitoring project has been the development of more reliable procedures for long-term prediction of structural performance, particularly for concrete structures affected by creep and shrinkage.  This new project will continue the monitoring and reporting of results for an additional five-year period for the following reasons:  (1) the instrumentation is still in excellent condition; (2) continue monitoring would greatly enhance the standard bridge inspections performed by the State and would improve assessment of the bridge performance; and (3) continued monitoring would extend the long-term data collection and greatly improve the evaluation of long-term analytical prediction models for use in future bridge design.  This project will include monitoring the condition and performance of the viaduct, including prestress losses, deflections and concrete strains; and evaluating the collected data to derive information that will assist in the maintenance of the structure and the design of future segmental concrete bridges.
KW  - Bridge design
KW  - Bridges
KW  - Concrete
KW  - Hawaii
KW  - Monitoring
KW  - Prestressed concrete bridges
KW  - Research projects
KW  - Strain (Mechanics)
KW  - Viaducts
UR  - https://trid.trb.org/view/1227509
ER  - 

TY  - ABST
AN  - 01460940
TI  - Instrumentation and Monitoring of Sand Plugging and Bridge Scour at Selected Streams in Hawaii
AB  - The project will install, test and evaluate existing instrumentation for monitoring scour and sand plugging at selected bridges in Hawaii.  It will validate and modify existing scour equations to be specifically applicable to bridges in Hawaii's coastal zone under sub-critical flow conditions; begin the development of management and maintenance plans, and engineering solutions to solve sand plugging problems along coastal bridges and culverts; and investigate the time-dependent scour development during flood and hurricane surge for bridges across tidal waterways in Hawaii by applying the real-time scour simulation model.
KW  - Bridges
KW  - Hawaii
KW  - Instrumentation
KW  - Monitoring
KW  - Plugging
KW  - Research projects
KW  - Sand
KW  - Sand deposits
KW  - Scour
UR  - https://trid.trb.org/view/1229158
ER  - 

TY  - RPRT
AN  - 00941205
AU  - Tayebali, A A
AU  - Kulkarni, M B
AU  - Waller, H F
AU  - North Carolina Department of Transportation
AU  - North Carolina State University, Raleigh
AU  - Federal Highway Administration
TI  - DELAMINATION AND SHOVING OF ASPHALT CONCRETE LAYERS CONTAINING BAGHOUSE FINES
PY  - 2000/05/15
SP  - 151 p.
AB  - This study investigated the causes of the excessive delamination and shoving distresses observed in the North Carolina Department of Transportation (NCDOT) Division 13.  Two possible causes of these distresses were identified to be:  (1) the intermittent purging of the baghouse fines in in-situ asphalt mixes; and (2) improper selection and/or application of the tack coat, i.e., the use of CRS-2 emulsion versus the PG64-22 asphalt binder. Laboratory performance test results on field cores and asphalt mixtures showed that baghouse fines had a stiffening effect on mixtures and these mixtures were more resistant to rutting. However, mixtures containing baghouse fines were found to be moisture-sensitive, with tensile stress ratios below that specified by NCDOT.  The performance test results for the evaluation of the bond strength of the in-situ cores showed that the PG64-22 binder used as tack coat provided a better interfacial bonding compared to the CRS-2 emulsion.  Results of this investigation suggest that the delamination and shoving distresses in NCDOT Division 13 could be attributed to the combined effect of intermittent purging of baghouse fines in asphalt mixtures and the use of CRS-2 emulsion as tack coat. Due to intermittent purging of baghouse fines, some in-situ mixtures may contain significantly higher proportion of baghouse fines compared to regular fines.  Although the NCDOT requires use of an anti-strip additive, the dosage does not appear to be sufficient to offset the increased moisture damage leading to in-situ mixture deterioration, and consequently, loss of strength and stability.  Once the moisture-damaged mixture is susceptible to shoving under traffic loading, the CRS-2 emulsion may not provide the tacking strength necessary for the surface layer to remain bonded to the lower layer, leading to delamination.
KW  - Antistrip additives
KW  - Asphalt concrete pavements
KW  - Asphalt emulsions
KW  - Asphalt mixtures
KW  - Baghouse fines
KW  - Binders
KW  - Bond strength (Materials)
KW  - Delamination
KW  - Fines (Materials)
KW  - Laboratory tests
KW  - Moisture content
KW  - North Carolina
KW  - Pavement distress
KW  - Pavement layers
KW  - Performance tests
KW  - Purging
KW  - Shoving
KW  - Stress ratio
KW  - Tack coats
UR  - http://www.ncdot.org/planning/development/research/download/1999-03FinalReport-Appendices.pdf
UR  - http://www.ncdot.org/planning/development/research/download/1999-03FinalReport-Part1.pdf
UR  - http://www.ncdot.org/planning/development/research/download/1999-03FinalReport-Part2.pdf
UR  - https://trid.trb.org/view/642516
ER  - 

TY  - RPRT
AN  - 00806354
AU  - Durant, Yvon G
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - WATERBORNE TRAFFIC PAINTS - A STUDY FOR THE POTENTIAL IMPROVEMENT IN DRYING TIME AND COST-EFFECTIVENESS
PY  - 2000/05/15
SP  - 37 p.
AB  - This report analyzes possibilities for developing an alternative to the present technology of 100% acrylic waterborne (WB) paints used for road delineation.  The current market situation is briefly reviewed, and alternatives considered.  The requirements of an alternative technology are:  Similar or lower cost in terms of price/foot/year; Longer lasting performance; and Similar or better application constraints, namely "drying time". The report suggests interim steps to improve the cost-effectiveness of existing technologies through performance-based standards.  It then goes on to determine what resources would be needed to bring to "proof of concept" stage an alternative coating that would meet the stated requirements. The final recommendations of this report include the revision of the procurement specification for waterborne traffic paints, the development of a test deck for traffic paints in New Hampshire, a detailed and careful research and development program to develop new retroreflective beads and new waterborne paints containing hybrid polyurethane-acrylics binders prepared by mini-emulsion polymerization.
KW  - Acrylic resins
KW  - Cost effectiveness
KW  - Development
KW  - Drying rate
KW  - Performance
KW  - Performance based specifications
KW  - Polyurethane resins
KW  - Recommendations
KW  - Research
KW  - Retroreflectivity
KW  - Traffic paint
UR  - http://ntl.bts.gov/lib/200207/15cb001.pdf
UR  - https://trid.trb.org/view/672630
ER  - 

TY  - RPRT
AN  - 00796876
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - TRANSPORTATION CONFORMITY REFERENCE GUIDE
PY  - 2000/05/11
SP  - 453 p.
AB  - This Transportation Conformity Reference Guide (The Guide) was prepared by the Federal Highway Administration (FHWA), in cooperation with the Federal Transit Administration (FTA) and the Environmental Protection Agency (EPA), as a tool to facilitate compliance by State and local agencies with the transportation conformity requirements.  It is a reference manual which contains transportation conformity rule and relevant preamble language, questions and answers, and lists of resource materials.  The information is organized according to the requirements for specific pollutants and designations.  The Guide is designed to be useful to both seasoned practitioners and newcomers to the transportation conformity process.  All relevant materials and information needed for agencies to fully understand transportation conformity are assembled in this Guide in an accessible and easy to read format.  The Guide is organized in four major Parts:  Part I - Purpose and Need; Part II - How to Use This Document; Part III - Transportation Conformity Requirements; and Part IV - Emerging Issues.  Part I summarizes the purpose and need for the Guide and provides a brief explanation of the Clean Air Act (CAA) and Intermodal Surface Transportation Efficiency Act/Transportation Equity Act for the 21st Century (ISTEA/TEA-21) statutory requirements. Part II explains how the Guide is organized and how to most effectively use the Guide to find information on specific topics or areas of interest.  Part III, transportation conformity requirements, is the major part of this Guide and presents the most current information on requirements.  It includes references to relevant CAA and ISTEA/TEA-21 statutory requirements, EPA's transportation conformity rule (i.e., regulatory requirements) and relevant preamble language that helps explain the rule, and DOT and EPA guidance.  In addition, real world examples and practices are used in order to help readers understand the complex relationship between the elements of the transportation and air quality planning processes, and the requirements of the transportation conformity rule.  Each section of Part III is self-contained.  However, readers may need to refer to more than one section within Part III to understand the complete relationships and interactions within the process.  Part IV provides a discussion of emerging issues that will impact transportation conformity in the near future. A bibliography and glossary are included.
KW  - Air quality
KW  - CD-ROM
KW  - Clean Air Act
KW  - Compliance
KW  - Conformity
KW  - Guidelines
KW  - Intermodal Surface Transportation Efficiency Act of 1991
KW  - Manuals
KW  - Regulations
KW  - Transportation
KW  - Transportation Equity Act for the 21st Century
UR  - http://www.fhwa.dot.gov///////environment//conformity/index.htm
UR  - https://trid.trb.org/view/654640
ER  - 

TY  - ABST
AN  - 01459578
TI  - LTPP Data Analysis: Feasibility of Using FWD Deflection Data to Characterize Pavement Construction Quality
AB  - The objective of this research is to evaluate, based on the data available from the LTPP studies, the feasibility of developing procedure to characterize construction quality of new and reconstructed flexible and rigid pavements based on FWD deflection data and, if feasible, recommend such procedures.
KW  - Construction
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - National Cooperative Highway Research Program
KW  - Pavement design
KW  - Quality assurance
KW  - Research projects
KW  - Rigid pavements
UR  - https://trid.trb.org/view/1227792
ER  - 

TY  - ABST
AN  - 01459576
TI  - Development of Portable Scour Monitoring Equipment
AB  - The objective of this research is to develop improvements and/or alternatives to existing portable scour-monitoring equipment and techniques for use during flood conditions.
KW  - Alternatives analysis
KW  - Bridges
KW  - Floods
KW  - Monitoring
KW  - National Cooperative Highway Research Program
KW  - Portable equipment
KW  - Research projects
KW  - Scour
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=670
UR  - https://trid.trb.org/view/1227790
ER  - 

TY  - RPRT
AN  - 00795295
AU  - Hyman, W A
AU  - Ames, M
AU  - Frischkorn, M
AU  - Lobdell, K
AU  - Booz, Allen and Hamilton, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - GUIDELINES FOR ENHANCING ITS PUBLIC/PRIVATE PARTNERSHIPS IN WISCONSIN
PY  - 2000/05/01
SP  - 68 p.
AB  - These guidelines recommend an institutional approach to enhancing public/private partnerships for Intelligent Transportation Systems (ITS) in Wisconsin.  The institutional approach consists of a set of principles, an institutional architecture, and options for expanding statutory authority. Nineteen guiding principles were developed that address the following:  senior management leadership and commitment, development of an institutional architecture, development of a program plan, community outreach and buy-in, financial and business planning, proven and novel business models, professional capacity building, procurement and contracting, condition for public participation, conditions for private participation, risk reduction, strengthening economic viability, public-public partnerships, value chain analysis and market research, accessibility and fees for publicly owned data, using principles of competition, privacy and proprietary information, tort liability, and boundaries between public and private sector responsibility.  The recommended institutional framework consists of a set of building blocks.  These building blocks are statutes, regulations, policies, procurement and contracting procedures, coordination among Wisconsin Department of Transportation (WisDOT) headquarters units, coordination between WisDOT headquarters and Districts, public/private intermediaries, financial organizations, coordinating mechanism for state agencies, mechanisms for state-federal coordination, a public-public partnership of state agencies that can enter into public/private partnerships, similar public-public partnerships for local governments, regional agencies, and corridor entities, as well as mechanisms for coordination between Wisconsin and the international community.  The guidelines set out four options for establishing statutory authority of ITS public/private partnerships.  Finally, the guidelines provide lessons learned regarding public/private partnerships organized by various topics.
KW  - Guidelines
KW  - Institutional issues
KW  - Intelligent transportation systems
KW  - Legal issues
KW  - Public private partnerships
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/45-11itspartners-f.pdf
UR  - http://ntl.bts.gov/lib/17000/17400/17411/PB2001101556.pdf
UR  - https://trid.trb.org/view/654126
ER  - 

TY  - RPRT
AN  - 00795296
AU  - Hyman, W A
AU  - Ames, M
AU  - Frischkorn, M
AU  - Lobdell, K
AU  - Aldrete, R
AU  - Villar, D
AU  - Booz, Allen and Hamilton, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - METHODS TO ENHANCE PUBLIC/PRIVATE PARTNERSHIPS FOR ITS IN WISCONSIN
PY  - 2000/05/01
SP  - 345 p.
AB  - These task reports provide the background material for the report, "Guidelines for Enhancing ITS Public/Private Partnerships in Wisconsin," prepared for the Wisconsin Department of Transportation.  The guidelines recommend an institutional approach to enhancing public/private partnerships for Intelligent Transportation Systems (ITS) in Wisconsin.  The institutional approach consists of a set of principles, an institutional architecture, and options for expanding statutory authority.  The guidelines also contain lessons learned from the implementation of ITS public/private partnerships in the U.S., Europe and Japan, as well as lessons learned from other industries.  The guidelines were prepared with extensive outreach to the private sector.  This outreach included a survey, interviews, a focus group, and a workshop.  In this document are six task reports that provide background studies for the final guidelines and describe the various outreach activities.  The six task reports are as follows:  (1) Case Studies and Outreach; (2) Legal and Procurement Barriers to Public/Private Partnerships in Wisconsin; (3) Attracting Resources to ITS Projects; (4) Opportunities for Public/Private Partnerships; (5) Assessment of Policies Regarding Accessibility and Fees for Public Information and Data; and (6) Options for Statutory Changes to Enhance Public/Private Partnerships for ITS in Wisconsin.
KW  - Case studies
KW  - Institutional issues
KW  - Intelligent transportation systems
KW  - Legal issues
KW  - Public private partnerships
KW  - Wisconsin
UR  - http://ntl.bts.gov/lib/23000/23400/23403/45-11itspartners-f.pdf
UR  - https://trid.trb.org/view/654127
ER  - 

TY  - JOUR
AN  - 01395347
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Harper-Lore, B L
TI  - An Australian road review [roadside conservation]
PY  - 2000/05
VL  - 63
IS  - 6
SP  - 35-7
KW  - Australia
KW  - Environment
KW  - Environment
KW  - Local government
KW  - Local government
KW  - Policy
KW  - Policy
KW  - Private enterprise
KW  - Private sector
KW  - Roadside
KW  - Roadside management
KW  - State government
KW  - State government
KW  - Vegetation
KW  - Vegetation
UR  - https://trid.trb.org/view/1163109
ER  - 

TY  - RPRT
AN  - 01104311
AU  - Kim, Y Richard
AU  - Ranjithan, S Ranji
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Nondestructive Evaluation of the Structural Condition of Timber Piles. Volumes 1 and 2
PY  - 2000/05//Final Report
SP  - 234p
AB  - Condition evaluation of timber piles is currently based on traditional methods of visual inspection and sounding. Unfortunately, this method is vague and in many cases relies on interpretation of information and not on measurable parameters. Because nondestructive evaluation (NDE) using stress waves provides a fast and relatively inexpensive way of predicting the condition of in-service structural systems, these techniques have become an increasingly common tool for field evaluation of structural components. In this research, the bending wave technique has been used to measure wave propagation parameters for installed timber piles. Both laboratory and in-situ piles were tested in various conditions (i.e., liquid content and damage degree). The results were used to formulate analysis and testing procedures for quantitatively determining the condition of timber piles. In this research, a high correlation between stress wave parameters and the condition of timber was found. Stress wave properties measured in the time domain, more specifically the phase velocities, are effective indicators of the remaining sound cross-sectional area of timber pilings. Properties of stress wave propagation obtained from the frequency domain are unreliable and are sensitive to natural structural variations of timber. A strong relationship was observed between the phase velocities and liquid contents for intact sections. Controlled laboratory data from damaged pile sections were used in conjunction with information obtained from field specimens to develop a condition prediction model. In predicting the remaining cross-sectional area of field specimens, the prediction model yielded conservative results in 30% of the cases. A qualitative reject/accept criterion was also developed that distinguishes between intact and damaged pile sections. A field testing procedure evolved during the course of this research. The testing methods (that are utilized to obtain appropriate stress wave properties used to predict pile condition) as well as analysis procedures are presented. Additional testing of installed timber piles will allow for the improvement of the current analysis procedures and methods.
KW  - Adaptation and use of specific materials
KW  - Condition surveys
KW  - Design of specific facilities
KW  - Flexural strength
KW  - Nondestructive tests
KW  - Structural analysis
KW  - Structural design
KW  - Timber construction
KW  - Wooden bridges
UR  - http://ntl.bts.gov/lib/17000/17000/17042/PB2000106990.pdf
UR  - https://trid.trb.org/view/864115
ER  - 

TY  - RPRT
AN  - 01104294
AU  - Federal Highway Administration
AU  - Port Authority of New York and New Jersey
TI  - Newark International Airport Capacity Enhancement Plan
PY  - 2000/05
SP  - 38p
AB  - This process is done outside the context of normal airport master planning because it only identifies the operational benefits or delay savings of capacity enhancement alternatives. This study considered the airport, its immediate airport terminal airspace, without regard for adjacent terminals and required en route supporting capacity. Several of the improvement initiatives require changes to airspace structure and procedures. This study did not evaluate the feasibility of accommodating these initiatives in the approach control or center airspace. It is possible that some procedures cannot be accommodated in the existing airspace environment, and their feasibility would be better considered in the ongoing redesign of the New York area airspace. The purpose is to provide decision-makers with this information. The findings of this capacity plan are not recommendations to take an action. They are data and information to be used to further consider improvements in the full planning context, where capital costs, airspace management needs, environmental costs, alternatives, and other appropriate factors help yield the best plan for the airport. For this reason, the Design Team recommends follow on studies to make these choices.
KW  - Airport capacity
KW  - Airport noise
KW  - Airport operations
KW  - Airport runways
KW  - Airport terminals
KW  - Landside operations (Airports)
KW  - Master plans
KW  - Newark (New Jersey)
KW  - Newark Liberty International Airport
KW  - Planning and design
KW  - Planning by facility or land use
UR  - http://ntl.bts.gov/lib/19000/19000/19091/PB2002104481.pdf
UR  - https://trid.trb.org/view/864107
ER  - 

TY  - RPRT
AN  - 01061814
AU  - Federal Highway Administration
TI  - Route 238 new alignment, I-580 interchange to Industrial Parkway, Hayward : environmental impact statement
PY  - 2000/05//Volumes held: Draft, Supplement to the draft,Fv.1[1989], Final(3v)[2000]
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/821307
ER  - 

TY  - RPRT
AN  - 00970621
AU  - Seddelmeyer, J D
AU  - Deshpande, P G
AU  - Wheat, H G
AU  - Fowler, D W
AU  - Jirsa, James O
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - FEASIBILITY OF VARIOUS COATINGS FOR THE PROTECTION OF REINFORCING STEEL--CORROSION AND BOND TESTING
PY  - 2000/05
SP  - 72 p.
AB  - The objective of this research project is to investigate the corrosion and bond performance of different coatings and nontraditional metals in salt-contaminated concrete.  An accelerated macrocell corrosion test is being carried out to determine the behavior of galvanized, stainless steel-clad, epoxy-coated, PVC-coated, nylon-coated, and 304 stainless steel reinforcing bars cyclically exposed to a chloride solution.  To date, there has been no change in the readings to indicate that corrosion of the reinforcement has initiated.  Pullout testing was conducted to compare the bond behavior of bars with different polymer coatings.  There were not any significant differences observed in the bond behavior of the epoxy, PVC, and nylon coatings.  Each coating type was able to achieve a similar maximum applied pullout force and exhibited similar load-slip behavior during testing.
KW  - Bond strength (Materials)
KW  - Chlorides
KW  - Coatings
KW  - Corrosion protection
KW  - Corrosion tests
KW  - Epoxy coatings
KW  - Galvanizing
KW  - Metal coatings
KW  - Nylon
KW  - Performance tests
KW  - Polyvinyl chloride
KW  - Pull out test
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Salts
KW  - Stainless steel
UR  - http://www.utexas.edu/research/ctr/pdf_reports/4904_3.pdf
UR  - https://trid.trb.org/view/696593
ER  - 

TY  - RPRT
AN  - 00970620
AU  - Deshpande, P G
AU  - Seddelmeyer, J D
AU  - Wheat, H G
AU  - Fowler, D W
AU  - Jirsa, James O
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - CORROSION PERFORMANCE OF POLYMER-COATED, METAL-CLAD AND OTHER REBARS AS REINFORCEMENT IN CONCRETE
PY  - 2000/05
SP  - 68 p.
AB  - Corrosion of reinforcement in concrete has been a matter of great concern in recent years owing to the increase in consumption of deicing salts on highways and bridges in the United States.  The problem has been traced to corrosion of reinforcement caused by chlorides present in deicing salts. Various polymer coatings and metal claddings have been proposed (by independent suppliers) in this project with a view to minimize the damage caused to reinforcements in concrete from corrosion owing to chlorides.  Coatings include zinc (galvanized), several epoxies, polyvinyl chloride (PVC) coating, and Nylon 11 coating.  A stainless steel-clad material is also included as well as pure stainless steel reinforcement bar.  The corrosion performance tests include extensive macrocell testing, immersion tests of the polymer-coated rebars, and polarization resistance tests for the metallic rebars.
KW  - Coatings
KW  - Corrosion protection
KW  - Deicing chemicals
KW  - Epoxy coatings
KW  - Galvanizing
KW  - Immersion tests
KW  - Metal coatings
KW  - Nylon
KW  - Performance tests
KW  - Polarization resistance tests
KW  - Polymers
KW  - Polyvinyl chloride
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Salts
KW  - Stainless steel
UR  - http://www.utexas.edu/research/ctr/pdf_reports/4904_2.pdf
UR  - https://trid.trb.org/view/696592
ER  - 

TY  - RPRT
AN  - 00938500
AU  - Mahoney, J P
AU  - Pietz, M D
AU  - Anderson, K W
AU  - University of Washington, Seattle
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - SUMMARY REPORT ON THE STATE PAVEMENT TECHNOLOGY CONSORTIUM
PY  - 2000/05
SP  - 46 p.
AB  - This report documents the first year results of a pooled fund study among four states (California, Minnesota, Texas, and Washington State) and describes the structure and objectives. The planned continuation of this collaboration during the next two years is described.  The pooled fund project established a working relationship among the four State Department of Transportation (DOT) organizations.  Under this agreement, each state allocated funding to allow selected DOT personnel and university researchers to participate in a series of technical meetings.  Washington acted as the lead state for this pooled fund project, and produced the minutes and other documentation. Four technical meetings were held between July 1999 and January 2000, one in each of the four participating states.  The general format for these meetings included presentations from the host DOT and associated research institutions, followed by specific topics of common interest to the four states.  The four states quickly identified topics of mutual interest via this process. To provide the ability to study these topics and those identified in the future, the State DOT research managers agreed to establish a management framework to continue information sharing, to plan funding commitments and to assure proper oversight and management of the collaborative studies.
KW  - California
KW  - Consortia
KW  - Minnesota
KW  - Pavements
KW  - Technology
KW  - Texas
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/487.1.pdf
UR  - http://ntl.bts.gov/lib/19000/19300/19311/PB2002105732.pdf
UR  - https://trid.trb.org/view/730721
ER  - 

TY  - RPRT
AN  - 00938488
AU  - Lasdon, L S
AU  - Mahmassani, H S
AU  - Dutt, S
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TRANSIT SCHEDULING DATA INTEGRATION: PARATRANSIT OPERATIONS REVIEW AND ANALYSIS
PY  - 2000/05
SP  - 62 p.
AB  - The ability of transit service providers in small urban areas and rural communities to meet increasing demands generated by welfare-to-work customers and other social agencies depends on their ability to make best use of available resources through efficient scheduling and service delivery.  Scheduling trips and dispatching vehicles are critical functions in operating any transit system.  Scheduling, in general public and special paratransit systems, refers to the matching of vehicles and trip requests.  Collecting and managing rapidly changing data is essential for efficiency and effectiveness of these functions, as are the decisions involved in vehicle assignment and routing. Effective use of modern information technology is the key issue here.  In these systems, data management is complicated by the fact that clients of several external agencies contribute to system demand.  These include the Texas Department of Health (TDH), workforce boards, and others.  For example, regional TDH offices perform client eligibility screening for Medicare recipients, and authorize trips for medical purposes.  TDH generally provides these trip schedules by phone or fax to the transit system the day before the required service.  Using manual scheduling processes, these Medicare trips may be allocated inefficiently to the available fleet, limiting the system's ability to respond to other demands for service.  The primary goal of this study is to investigate the technical problems associated with integrating data from several external agencies, and to recommend (1) an existing commercially available dispatching and scheduling system that can be used by all Texas paratransit systems and (2) process improvements for the transit agencies and their external partners which will enable them to realize the full benefits of the new system.
KW  - Data integration
KW  - Dispatching
KW  - Information technology
KW  - Paratransit services
KW  - Rural areas
KW  - Scheduling
KW  - Small towns
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1884_1.pdf
UR  - http://ntl.bts.gov/lib/11000/11900/11956/1884_1.pdf
UR  - https://trid.trb.org/view/730709
ER  - 

TY  - RPRT
AN  - 00938483
AU  - Bhat, C R
AU  - Nair, H S
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - VMT MIX MODELING FOR MOBILE SOURCE EMISSIONS FORECASTING: FORMULATION AND EMPIRICAL APPLICATION
PY  - 2000/05
SP  - 40 p.
AB  - The purpose of the current report is to propose and implement a methodology for obtaining improved link-specific vehicle miles of travel (VMT) mix values compared to those obtained from existent methods.  Specifically, the research is developing a fractional split model that predicts the VMT mix on links as a function of the functional roadway classification of the link, the physical attributes of the link, the operating conditions on the link, and the attributes of the traffic analysis zone in which the link lies.
KW  - Exhaust gases
KW  - Forecasting
KW  - Highway classification
KW  - Links (Networks)
KW  - Mathematical models
KW  - Traffic analysis zones
KW  - Vehicle miles of travel
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1838_5.pdf
UR  - https://trid.trb.org/view/730704
ER  - 

TY  - RPRT
AN  - 00929116
AU  - Harrison, R
AU  - Figliozzi, M A
AU  - Walton, C M
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - MEGA-CONTAINERSHIPS AND MEGA-CONTAINERPORTS IN THE GULF OF MEXICO: A LITERATURE REVIEW AND ANNOTATED BIBLIOGRAPHY
PY  - 2000/05
SP  - 130 p.
AB  - Container shipping plays a key role in international transshipments and is currently the system of choice for most global shippers handling non-bulk commodities.  In the competitive maritime industry, steamship companies are looking for ways in which further economies can be achieved.  One of the areas examined has been the maritime portion of the trip, wherein ship economies of scale can be obtained through the use of larger vessels.  During the 1990s, technical constraints associated with very large or mega-containership designs were overcome, and the operation of such vessels (in the range of 4,500 to 7,000 TEUs) offered the promise of lower container shipment costs over the densest trade routes.  This report represents the findings of a literature review largely undertaken during the period from August 1998 to June 1999.  The report includes chapters on international trade and maritime economics, maritime industry, containerization, mega-containerships, and mega-containerport infrastructure, and concludes with recommendations concerning the deliverables required for Research Project 0-1833.  An annotated bibliography containing material used in the report is given in the Appendix.
KW  - Bibliographies
KW  - Container terminals
KW  - Containerization
KW  - Containerships
KW  - Economies of scale
KW  - Gulf of Mexico
KW  - International trade
KW  - Literature reviews
KW  - Maritime industry
KW  - Ports
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1833_1.pdf
UR  - https://trid.trb.org/view/719034
ER  - 

TY  - RPRT
AN  - 00921534
AU  - Moos, V
AU  - Scott, S
AU  - Trauner Consulting Services, Incorporated
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - IMPLEMENTATION OF THE MATERIALS CERTIFICATION PROCESS
PY  - 2000/05
SP  - 95 p.
AB  - The South Dakota Department of Transportation has committed resources to investigate certification practices across the United States, and to develop and implement an improved material certification process.  The research team reviewed Study SD96-06 and other studies concerning the material certification process, met with Department personnel and representatives of the local contracting community, and interviewed contacts in the Federal Highway Administration and other transportation agencies involved in materials acceptance.  Based on consensus, this report:  1) develops a tiered material structure, which places emphasis on materials that are critical to the success of a project; 2) defines new certification processes and verification methods; 3) promotes the use of Umbrella Certificates, Certified Suppliers, and items on the Approved Products List to reduce the number of certification submissions required for a project; and 4) develops administrative procedures and specifications.  The report concludes that by tiering materials requiring certification and increasing the use of Certified Suppliers, Umbrella Certificates, and materials on the Approved Products List, the Department will have a more streamlined, practical, efficient, and enforceable material certification process.  This report also provides recommendations for implementation of the new process, auditing guidelines, and pilot project parameters.
KW  - Administrative procedures
KW  - Auditing
KW  - Certification
KW  - Guidelines
KW  - Implementation
KW  - Interviewing
KW  - Materials
KW  - Recommendations
KW  - South Dakota
KW  - Specifications
KW  - Surveys
KW  - United States
UR  - http://www.sddot.com/business/research/projects/docs/SD1999_03_final_report.pdf
UR  - https://trid.trb.org/view/706766
ER  - 

TY  - RPRT
AN  - 00815863
AU  - Fernando, E
AU  - Prabhakar, V
AU  - Scullion, T
AU  - Nazarian, S
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PREDICTING HOT-MIX PERFORMANCE FROM MEASURED PROPERTIES: PHASE I REPORT
PY  - 2000/05
SP  - 154 p.
AB  - The problem of providing pavements that perform as designed is a major concern among state transportation agencies.  In the face of budget restrictions, it is imperative that the expected performance be achieved when a highway is put into service.  Of importance to addressing this problem is the recognition that performance should drive not only the design process but also the construction process.  This approach would necessitate the development of materials and construction specifications that are tied to pavement performance and the development of test equipment and procedures to evaluate the quality of the contractor's work based on predicted performance.  Project 1708, "Predicting Hot-Mix Performance from Measured Properties," aims to develop rational, reliable, and practical test procedures for evaluating the quality of the finished pavement based on predicted performance.  To accomplish this objective, the Texas Department of Transportation established a three-phased work plan that calls for:  1) conducting a detailed review of recent and ongoing related studies at the state and federal level (Phase I); 2) identifying mixture-, construction-, and structural-related properties that are significant predictors of pavement performance and are under the contractor's control (Phase II); and 3) identifying/modifying existing procedures or developing new procedures that relate the properties identified in Phase II to the expected field performance (Phase III).  This report represents the culmination of Phase I research activities.  This report presents:  1) detailed review of the state-of-knowledge with respect to test methods for measuring construction quality indicators of relevance to this study; 2) available models to establish the impact of the contractor's operations and decisions on expected performance; and 3) a proposed work plan for Phase II and Phase III to develop rational and practical test methods for evaluating the quality of hot-mix asphalt concrete pavements.
KW  - Asphalt concrete pavements
KW  - Hot mix asphalt
KW  - Literature reviews
KW  - Pavement performance
KW  - Performance based specifications
KW  - Performance prediction
KW  - Performance tests
KW  - Quality assurance
KW  - Test procedures
UR  - https://trid.trb.org/view/690544
ER  - 

TY  - RPRT
AN  - 00795253
AU  - McGhee, K K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - QUALITY ASSURANCE OF ROAD ROUGHNESS MEASUREMENTS
PY  - 2000/05
SP  - 25 p.
AB  - This report describes a study designed to establish the accuracy and repeatability of high-speed, road-profiling equipment.  This effort focused on a series of roughness validation sites.  The study addresses selecting the appropriate sites, determining the "true" or reference profiles for these sites, implementing high-speed testing procedures, and developing a method for processing profiles and reducing the corresponding roughness indices.  The findings suggest that laser-equipped, high-speed inertial profilers, driven by skilled operators, are capable of providing exceptional levels of repeatability within an acceptable bias for a standard reference device [the Face Companies' Dipstick (trademark)].  The study further offers some preliminary repeatability and accuracy goals for equipment used to conduct construction acceptance testing (for smoothness) as well as for network roughness surveys.
KW  - Acceptance tests
KW  - Accuracy
KW  - High speed testing equipment
KW  - Inertial road profilers
KW  - Lasers
KW  - Measurement
KW  - Profilometers
KW  - Quality assurance
KW  - Repeatability
KW  - Roughness
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r20.pdf
UR  - http://ntl.bts.gov/lib/37000/37000/37058/00-R20.pdf
UR  - https://trid.trb.org/view/654088
ER  - 

TY  - SER
AN  - 00794720
JO  - HSIS Summary Report
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - ASSOCIATION OF SELECTED INTERSECTION FACTORS WITH RED-LIGHT-RUNNING CRASHES
PY  - 2000/05
SP  - 6 p.
AB  - Red-Light-Running (RLR) crashes represent a significant safety problem that warrants attention.  It can be hypothesized that the majority of these crashes result from inadvertent driver error or intentional violation.  However, very little is known about the possible contribution of the geometric and traffic characteristics of intersections to RLR crash risk.  The purpose of this study was to examine selected geometric characteristics of intersections and their impact on RLR crash rates and to establish a relationship between them.  The major questions addressed in this summary report concerning RLR crashes are: Does the width of the cross-street have any effect on RLR crash risk? What is the relationship of other select intersection characteristics to RLR crashes?  Using this information, how can one better target urban intersections for traffic law enforcement techniques such as RLR cameras or heightened intersection enforcement coupled with publicity?
KW  - Cameras
KW  - Geometric design
KW  - Publicity
KW  - Red light running
KW  - Signalized intersections
KW  - Streets
KW  - Traffic crashes
KW  - Traffic law enforcement
KW  - Traffic safety
KW  - Width
UR  - http://www.hsisinfo.org//pdf/00-112.pdf
UR  - http://ntl.bts.gov/lib/17000/17600/17691/PB2001103173.pdf
UR  - https://trid.trb.org/view/656837
ER  - 

TY  - RPRT
AN  - 00806904
AU  - Chaudhary, N A
AU  - Messer, C J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - RAMP METERING TECHNOLOGY AND PRACTICE: TASKS 1 AND 2 SUMMARY
PY  - 2000/05
SP  - 24 p.
AB  - The primary objective of this project is to develop improved ramp metering design and implementation guidelines for use by the Texas Department of Transportation.  These guidelines will provide for more effective design, implementation, and maintenance of ramp-metering systems at existing as well as proposed freeway entrance ramps.  This report documents the results of Tasks 1 and 2 in the proposed work plan.  The purpose of these tasks was to study current ramp-metering operations in Texas and other states.  Researchers conducted several field studies as part of a review of the ramp-metering operations in Texas.  This report also presents a summary of results from these field studies.  Finally, this report presents a strategy to complete the remaining research.
KW  - Design
KW  - Field studies
KW  - Freeways
KW  - Guidelines
KW  - Implementation
KW  - On ramps
KW  - Ramp metering
KW  - Technology
KW  - Texas
UR  - https://trid.trb.org/view/672846
ER  - 

TY  - RPRT
AN  - 00806877
AU  - Nnadi, F N
AU  - Rizou, M
AU  - Wert, W
AU  - University of Central Florida, Orlando
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - STATISTICAL EVALUATION OF CRITICAL DESIGN STORMS
PY  - 2000/05
SP  - 393 p.
AB  - Design storm is a rainfall pattern developed for the hydrologic systems design.  Design storms are based either on actual rainfall data (which are assumed to be equal to the continuous simulation) or on estimated rainfall pattern of a single event (single event simulation).  Estimated rainfall patterns used in this study include the Soil Conservation Service (SCS, named as National Resource Conservation Service) distributions (SCS II, SCS IIFL, and SCS III).  They also include the site-specific hypothetical storm distributions of South Florida Water Management District (SFWMD) 72-hr, St. Johns River Water Management District (SJRWMD) 96-hr, Suwannee River Water Management District (SRWMD) and Florida Department of Transportation (FDOT).  The scope of this study was to investigate the ability of the various design storm distributions to simulate the actual rainfall patterns in Florida.  Based on the results of a previous study, it was suggested that both visual and statistical comparisons between the discrete and continuous simulations be made in order to evaluate their ability to predict peak runoff.  The evaluation considered the range of return periods from 2 to 100 years (temporal deviations) and a variety of drainage basins and gage stations (spatial deviations).  The visual comparison, which takes the form of graphical plots of the simulated results, was necessary for an overview evaluation.  After the visual comparison of the various discrete data to the continuous simulation data, quantitative assessment, such as statistical methods, were used to further evaluate the data.  Evaluation matrices were used to indicate the approximate discrete method to the continuous simulation method for different basin characteristics, critical durations and climatic/regional factors.
KW  - Design storm
KW  - Design storm distributions
KW  - Florida
KW  - Forecasting
KW  - Graphs
KW  - Peak discharge
KW  - Rainfall
KW  - Runoff
KW  - Simulation
KW  - Statistical analysis
KW  - Water management districts
UR  - https://trid.trb.org/view/672819
ER  - 

TY  - RPRT
AN  - 00806860
AU  - Higgins, L L
AU  - Hickman, M D
AU  - Weatherby, C A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EMERGENCY MANAGEMENT FOR PUBLIC TRANSPORTATION SYSTEMS: RESEARCH REPORT (TASKS 3 AND 4)
PY  - 2000/05
SP  - 30 p.
AB  - This project examines the possible roles that public transit agencies can fulfill in the emergency management plans of their cities and/or counties.  This report summarizes Tasks 3 and 4 of the project.  Task 3 was the production of a primer for transit agencies on developing emergency management plans and coordinating with the emergency management efforts in their local jurisdictions.  In Task 4, the primer was evaluated by two Texas transit agencies and modified in response to comments and suggestions received from these potential users of the primer.
KW  - Disaster preparedness
KW  - Emergencies
KW  - Emergency response
KW  - Evaluation
KW  - Guidelines
KW  - Management
KW  - Planning
KW  - Public transit
KW  - Revisions
KW  - Texas
KW  - Transit operating agencies
UR  - http://tti.tamu.edu/documents/1834-3.pdf
UR  - http://ntl.bts.gov/lib/17000/17500/17505/PB2001101899.pdf
UR  - https://trid.trb.org/view/672802
ER  - 

TY  - RPRT
AN  - 00806445
AU  - Council, Forrest M
AU  - Williams, Carolyn D
AU  - Chen, Li wan
AU  - Mohamedshah, Yusuf M
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - HIGHWAY SAFETY INFORMATION SYSTEM GUIDEBOOK FOR THE CALIFORNIA DATA FILES. VOLUME II: SINGLE VARIABLE TABULATIONS. 2ND EDITION
PY  - 2000/05
SP  - 256 p.
AB  - The California database incorporated in the Highway Safety Information System (HSIS) is derived from the California TASAS (Traffic Accident Surveillance and Analysis System).  The system, maintained by the Traffic Operations Office of Caltrans, is a mainframe-based system based on COBOL programming.  The Traffic Operations Office provides the data to HSIS in the form of two different data files.  These contain (1) accident data and (2) roadway inventory data.  Beginning in 1994, the HSIS was converted to a relational database for internal use.  This database, using a SYBASE system, stores the data received from California and other States, and the data files for a given State are linked and manipulated using SQL language.  However, this conversion from the original SAS-based system to the newer relational system is somewhat transparent to the end-user of the data since the output files produced by SYBASE for modeling and analysis will be SAS formatted.  SAS format libraries are produced for each of the variables in each of the files.  This Guidebook concerns these SAS files - their formats, completeness, and quality.  This report, Volume II, contains the single variable tabulations.  Volume I, SAS File Formats, contains an introduction, details of major files, California contacts, a composite list of variables, accident files (accident subfile, vehicle subfile, and occupant subfile), roadlog file, intersection file, and interchange ramp file.
KW  - California
KW  - Crash data
KW  - Data files
KW  - File formats
KW  - Interchanges
KW  - Intersections
KW  - Inventory
KW  - Roads
KW  - Traffic crashes
UR  - http://ntl.bts.gov/lib/11000/11100/11193/009886.pdf
UR  - https://trid.trb.org/view/672703
ER  - 

TY  - RPRT
AN  - 00806444
AU  - Council, Forrest M
AU  - Williams, Carolyn D
AU  - Chen, Li wan
AU  - Mohamedshah, Yusuf M
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - HIGHWAY SAFETY INFORMATION SYSTEM GUIDEBOOK FOR THE CALIFORNIA DATA FILES. VOLUME I: SAS FILE FORMATS. 2ND EDITION
PY  - 2000/05
SP  - 105 p.
AB  - The California database incorporated in the Highway Safety Information System (HSIS) is derived from the California TASAS (Traffic Accident Surveillance and Analysis System).  The system, maintained by the Traffic Operations Office of Caltrans, is a mainframe-based system based on COBOL programming.  The Traffic Operations Office provides the data to HSIS in the form of two different data files.  These contain (1) accident data and (2) roadway inventory data.  Beginning in 1994, the HSIS was converted to a relational database for internal use.  This database, using a SYBASE system, stores the data received from California and other States, and the data files for a given State are linked and manipulated using SQL language.  However, this conversion from the original SAS-based system to the newer relational system is somewhat transparent to the end-user of the data since the output files produced by SYBASE for modeling and analysis will be SAS formatted.  SAS format libraries are produced for each of the variables in each of the files.  This Guidebook concerns these SAS files - their formats, completeness, and quality.  This report, Volume I:  SAS File Formats, contains the following:  Introduction; Details of Major Files; California Contacts; Composite List of Variables; Accident Files; Roadlog File; Intersection File; and Interchange Ramp File.  The Single Variable Tabulations are found in Volume II of this report.
KW  - California
KW  - Crash data
KW  - Data files
KW  - File formats
KW  - Interchanges
KW  - Intersections
KW  - Inventory
KW  - Roads
KW  - Traffic crashes
UR  - http://ntl.bts.gov/lib/11000/11100/11192/009884.pdf
UR  - https://trid.trb.org/view/672702
ER  - 

TY  - RPRT
AN  - 00800253
AU  - Loehr, J E
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - 3-D COMPUTER MODELING OF SUBSURFACE CONDITIONS FOR BRIDGE FOUNDATIONS
PY  - 2000/05
SP  - 35 p.
AB  - A study was conducted to evaluate the potential for using three-dimensional (3-D) computer modeling to assist Missouri Department of Transportation Soils and Geology personnel and Bridge Division personnel in developing accurate and realistic understanding of subsurface conditions for bridge structures. Secondary objectives of the study included developing a preliminary procedure for development of 3-D geologic models of bridge sites and identifying key issues to be addressed for more widespread use of 3-D modeling activities.  The site of a proposed new bridge across the Missouri River near Lexington, Missouri was selected as a demonstration case study for 3-D geologic modeling.  Several separate models of this site were developed during the project to demonstrate the different levels of abstraction for a 3-D model of a particular site.  The computer models developed are presented and described in this report.  The models developed for this project illustrate the types of 3-D computer models that can be generated using currently available software.  It is recommended that an expanded pilot program be implemented to include modeling of several additional sites.  The expanded pilot program should include modeling of geologic conditions during site investigation and should be performed by personnel that are intimately involved with site investigation activities.  In addition, interim versions of 3-D models developed during site investigation should be used to assist in selecting locations for additional borings.
KW  - Bridge foundations
KW  - Computer models
KW  - Demonstration projects
KW  - Geology
KW  - Missouri River
KW  - Site investigation
KW  - Subsurface conditions
KW  - Three dimensional displays
UR  - http://library.modot.mo.gov/RDT/reports/Ri99027/RDT00003c.pdf
UR  - https://trid.trb.org/view/666434
ER  - 

TY  - RPRT
AN  - 00800257
AU  - Donahue, J
AU  - Johnson, S
AU  - Burks, E
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF UNDERSEALING AND DIAMOND GRINDING REHABILITATION
PY  - 2000/05
SP  - 51 p.
AB  - This investigation evaluated the performance of three different segments of pavement in Missouri that underwent undersealing and diamond grinding rehabilitation.  Undersealing was used to fill in voids underneath Portland Cement Concrete Pavement slabs and help stabilize them.  Diamond grinding was then used to remove faulting at joints and restore smoothness to the pavement sections.  The test sections were located on I-44 in Greene County, Rt. 171 in Jasper County, and I-35 in Harrison County.
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Missouri
KW  - Performance evaluations
KW  - Rehabilitation (Maintenance)
KW  - Test sections
KW  - Undersealing
UR  - http://library.modot.mo.gov/RDT/reports/Ri96017/RDT00009.pdf
UR  - https://trid.trb.org/view/666438
ER  - 

TY  - RPRT
AN  - 00800231
AU  - Hallenbeck, M E
AU  - Ishimaru, J M
AU  - Nee, J
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - WEEKEND FREEWAY PERFORMANCE AND THE USE OF HOV LANES ON WEEKENDS
PY  - 2000/05
SP  - 45 p.
AB  - Weekend traffic volumes in the Puget Sound region of Washington State are increasing, and public concern about congestion during non-commute periods has caused the Washington State Department of Transportation (WSDOT) to re-examine the current policy of restricting high occupancy vehicle (HOV) lanes to transit vehicles and carpools 24 hours per day, 7 days per week.  In many parts of the country, HOV lanes are open to general traffic during non-peak hours.  Should WSDOT adopt this less restrictive lane use policy?  This report examines the tradeoffs that a change in weekend HOV lane usage would involve.  The basic issues that are examined include the following:  What congestion relief benefits would result?  Would these changes have adverse impacts on HOV formation and/or HOV lane compliance rates? Would highway and transit operational problems be created? Would the weekend use of HOV lanes by general purpose vehicles create safety concerns?  What would be the monetary impacts of changing weekend HOV lane usage?  Supported by a variety of performance graphics and statistics, the report concludes that no improvement in mobility would be obtained by relaxing the current Puget Sound HOV lane operating restrictions to allow weekend use of the HOV lanes by general purpose traffic.
KW  - Compliance
KW  - Economic impacts
KW  - High occupancy vehicle lanes
KW  - Impacts
KW  - Mobility
KW  - Policy
KW  - Puget Sound Region
KW  - Traffic congestion
KW  - Traffic safety
KW  - Weekends
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/488.1.pdf
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13192.pdf
UR  - https://trid.trb.org/view/666412
ER  - 

TY  - RPRT
AN  - 00800224
AU  - Hayes, M D
AU  - Haramis, J
AU  - Lesko, J J
AU  - Cousins, T E
AU  - Duke, J C
AU  - Weyers, R E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - IMPLEMENTATION AND NON-DESTRUCTIVE EVALUATION OF COMPOSITE STRUCTURAL SHAPES IN THE TOM'S CREEK BRIDGE
PY  - 2000/05
SP  - 35 p.
AB  - A bridge rehabilitation utilizing a hybrid fiber reinforced polymeric composite has been completed in Blacksburg, Virginia. This project involved replacing the superstructure in the Tom's Creek Bridge, a rural short-span traffic bridge with a timber deck and corroded steel girders, with a glue-laminated timber deck on composite girders.  In order to verify the bridge design and to address construction issues prior to the rehabilitation, a full-scale mock-up of the bridge was built and tested in the laboratory.  This set-up utilized the actual composite beams, glue-laminated timber deck panels, and geometry to be implemented in the rehabilitation.  After the rehabilitation was completed, the bridge was field tested under a known truckload. Both tests examined service load deflections, girder strains, load distribution, the degree of composite action, inter-panel deck deflections, and impact factor.  The field test results indicate a service load deflection of L/400 under moving loads and a factor of safety of over 7 using the projected A-allowable for beam flexural strength.  The data from the field test serves as a baseline reference for future field durability assessments as part of a long-term performance and durability study.
KW  - Blacksburg (Virginia)
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Composite action
KW  - Composite materials
KW  - Deflection
KW  - Durability
KW  - Fiber reinforced plastics
KW  - Fiber reinforced polymers
KW  - Field tests
KW  - Girders
KW  - Highway bridges
KW  - Laboratory tests
KW  - Laminated wood
KW  - Load transfer
KW  - Nondestructive tests
KW  - Performance
KW  - Prototype tests
KW  - Rehabilitation (Maintenance)
KW  - Safety factors
KW  - Strain (Mechanics)
UR  - http://ntl.bts.gov/lib/16000/16900/16902/PB2000106003.pdf
UR  - http://ntl.bts.gov/lib/37000/37000/37059/00-CR7.pdf
UR  - https://trid.trb.org/view/666405
ER  - 

TY  - RPRT
AN  - 00798834
AU  - Hartman, K
AU  - Pritchard, B
AU  - Jennings, K
AU  - Johnson, J
AU  - Knipling, R
AU  - MacGowan, J
AU  - Oliphant, L
AU  - Onder, M
AU  - Sanft, C
AU  - American Trade Initiatives
AU  - Federal Highway Administration
TI  - COMMERCIAL VEHICLE SAFETY -- TECHNOLOGY AND PRACTICE IN EUROPE
PY  - 2000/05
SP  - 60 p.
AB  - The United States and countries of the European Union share many of the same concerns and face similar challenges about commercial vehicle safety issues.  This summary report describes the September 1998 technology transfer scan tour to four European countries to learn how these countries are addressing their own safety issues, even as they comply with the increasing centralization of rules and regulations enacted by the European Commission.  The nine-member scan tour team that visited France, Germany, Sweden, and the Netherlands represented the Federal Highway Administration, the Virginia and Minnesota State Departments of Transportation, the Owner/Operators and Independent Drivers Association, and independent transportation consultants.  The key areas examined by the team were human resources, vehicle safety systems, and regulations.  The report also includes recommendations and implementation strategies.  As this report demonstrates, team members were particularly interested in the European's integrated approach to driver training and preparation, the role of truck manufacturers in assessing crash causes and statistics to improve safety design, and the public/private partnerships that enhance training and safety, and augment regulatory policies and practices.  The team believes that these practices provide valuable models for fresh opportunities for public/private cooperation in the areas of safety enhancement, regulatory policies, and standards enforcement for the U.S. motor carrier industry.
KW  - Commercial vehicle operations
KW  - Driver training
KW  - Europe
KW  - France
KW  - Germany
KW  - Highway safety
KW  - Human resources management
KW  - Implementation
KW  - Industries
KW  - Law enforcement
KW  - Netherlands
KW  - Policy
KW  - Public private partnerships
KW  - Recommendations
KW  - Regulations
KW  - Standards
KW  - Strategic planning
KW  - Study tours
KW  - Sweden
KW  - Vehicle design
KW  - Vehicle safety
UR  - http://ntl.bts.gov/lib/17000/17300/17380/PB2001101244.pdf
UR  - https://trid.trb.org/view/665859
ER  - 

TY  - RPRT
AN  - 00796962
AU  - Pal, R
AU  - Sinha, K C
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - OPTIMAL DESIGN OF FREEWAY INCIDENT RESPONSE SYSTEMS
PY  - 2000/05
SP  - 221 p.
AB  - Several states have introduced service patrol programs to curb the growing adverse impacts of freeway incidents.  An efficient patrol program configuration design is needed to ensure appropriate resource allocation.  This research seeks to devise a scheme for determining optimally such system characteristics as hours of operation, fleet and crew sizes, dispatching policies, areas of operation, and routing patterns, so that the efficacy of the program is maximized.  The interaction of randomly occurring incidents with time-varying traffic adds to the complexity of the problem.  The problem is solved using dynamic simulation approaches combined with optimization techniques to incorporate the nonlinear impact of incidents on traffic.  Simulation approaches are utilized to replicate the operation of response services, whereas optimization techniques are incorporated to select cost-effective system parameters.  A generalized framework is developed that can be used to design new freeway patrol programs and improve existing ones.  As an example application of the proposed tool, the case of the Hoosier Helper Program in northwest Indiana is studied in detail.
KW  - Freeway service patrols
KW  - Freeways
KW  - Hoosier Helper Program
KW  - Incident management
KW  - Indiana
KW  - Optimization
KW  - Resource allocation
KW  - Simulation
KW  - Traffic incidents
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1631&context=jtrp
UR  - https://trid.trb.org/view/654695
ER  - 

TY  - RPRT
AN  - 00796935
AU  - Kuemmel, D A
AU  - Sontag, R C
AU  - Crovetti, J A
AU  - Becker, Y
AU  - Jaeckel, J R
AU  - Satanovsky, A
AU  - Marquette University
AU  - HNTB Corporation
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - NOISE AND TEXTURE ON PCC PAVEMENTS - RESULTS OF A MULTI-STATE STUDY
PY  - 2000/05
SP  - 125 p.
AB  - This report represents the second phase of a project researching the texture and noise characteristics of portland cement concrete (PCC) pavements.  The team of Marquette University and the HNTB Corporation measured noise, texture and friction of 57 test sites in Colorado, Iowa, Michigan, Minnesota, North Dakota and Wisconsin.  During 1997, new test sections were constructed in Wisconsin, including random transverse, skewed and longitudinally tined PCC pavements.  Interior and exterior noise was measured on all 57 sites using the Fast Fourier Transform method with a Larson-Davis two channel real time acoustical analyzer.  Subjective testing of interior noise was measured on 21 selected sections with 24 subjects with good hearing in a closed acoustical environment.  Texture on all test sites was measured with the Road Surface Analyzer (ROSAN).  Sand patch tests, a measure of surface texture, were also performed on most of the 22 test sections in Wisconsin.  Highway noise cannot be characterized by one single type of noise measurement.  For this reason, conclusions were drawn using the data acquired from all of the different measurements.  These include:  exterior, interior, subjective, and prominent frequency noise analysis as well as texture characteristics.  Some pavement textures exhibit a definite distinctive noise that is often described as a "whine", and exhibited as a prominent tone or discrete frequency also described as a "spike".  Generally, the longitudinal tined PCC and the asphaltic concrete (AC) pavements exhibited the lowest exterior noise levels.  The AC pavements and the longitudinally tined and random skewed PCC pavements and the European texture exhibit the lowest interior noise levels. ROSAN texture measurements were relied upon and proved invaluable in analyzing the reason why different textures exhibited different noise characteristics.  The ROSAN mean profile depth (MPD) and estimated texture depth (ETD) correlated very closely with sand patch.  There was good correlation between tining depth and width, using the ROSAN data, and some of the loudest transverse tined pavements had both greater depth and widths, but it could not be determined which was responsible for the greater noise.  Spectral analysis of the ROSAN outputs was utilized to recommend the proper random pattern for transverse tining.  The patterns were tested in 1999 and both subjective and objective analyses confirmed the lack of discrete frequencies.  Recommendations include improving the quality control over tine spacing depth and width, future research on wet pavement accidents and longitudinal tining and the relative effects of tining depth and width on tire pavement noise, and specific recommendation on when to use longitudinal, random skewed and random transverse tining.  Long term monitoring of noise differences of these 57 test sections is recommended in order to determine if surface texture differences can be reflected in Federal Highway Administration noise models.
KW  - Acoustic measuring instruments
KW  - Concrete pavements
KW  - Friction
KW  - Monitoring
KW  - Noise
KW  - Pavement design
KW  - Pavement grooving
KW  - Quality control
KW  - Recommendations
KW  - Road construction
KW  - Road surface analyzer
KW  - Subjective analysis
KW  - Test sections
KW  - Texture
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wispr-08-99noiseandtexture.pdf
UR  - https://trid.trb.org/view/654670
ER  - 

TY  - RPRT
AN  - 00796926
AU  - Federal Highway Administration
TI  - ADDENDUM TO THE 1997 FEDERAL HIGHWAY COST ALLOCATION STUDY
PY  - 2000/05
SP  - 21 p.
AB  - The Addendum includes analyses of air pollution costs attributable to motor vehicle travel that could not be completed in time for inclusion in the 1997 Federal Highway Cost Allocation Study (HCAS).  It also updates analyses comparing Federal highway user fees paid by different classes of motor vehicles with their share of Federal costs to construct, maintain, and operate the Nation's highway system.  Since the 1997 Federal HCAS was completed, two legislative changes have been enacted that affect highway cost allocation.  First, the Taxpayer Relief Act of 1997 directed that 4.3 cents per gallon of Federal fuel tax that previously had gone for deficit reduction be deposited in the Federal Highway Trust Fund for highway and related purposes.  This changes both the level and distribution of user fees paid by different vehicle classes. Second, changes in authorization levels for different program areas enacted in the Transportation Equity Act for the 21st Century had a very small effect on the relative cost responsibility of different vehicle classes.  For ease of comparison, this report is organized similarly to the Summary Report of the 1997 Federal HCAS.  The analysis year continues to be 2000, and the same vehicle classes, vehicle miles of travel, and other vehicle characteristics are used.
KW  - Air pollution
KW  - Cost allocation
KW  - Costs
KW  - Highway Trust Fund
KW  - Highways
KW  - Taxpayer Relief act of 1997
KW  - Transportation Equity Act for the 21st Century
KW  - Travelers
KW  - User charges
KW  - Vehicle classification
UR  - http://ntl.bts.gov/lib/17000/17900/17913/PB2001105045.pdf
UR  - https://trid.trb.org/view/654661
ER  - 

TY  - RPRT
AN  - 00796915
AU  - Federal Highway Administration
TI  - CONNECTING AMERICA - 1999 REPORT TO THE NATION
PY  - 2000/05
SP  - 37 p.
AB  - This is the Federal Highway Administration's (FHWA's) annual report.  It explains what FHWA does and how it works to create and maintain the best transportation system in the world.  For more than 100 years, the FHWA has concentrated on building and repairing the highway infrastructure.  In the last decade of the 20th century, FHWA's role expanded dramatically and is now reflected in five strategic goals:  Safety, Mobility, Productivity, Human and Natural Environment, and National Security.  The report begins with opening words by Kenneth R. Wykle, Federal Highway Administrator, continues with a brief historical perspective and comments on the status of FHWA at the beginning of the 21st century.  The five goals are then examined individually and their accomplishments enumerated.  Concluding sections provide information on FHWA's reorganization in 1999, FHWA's financial statement, and a directory of FHWA Headquarters, Resource Centers, Division Offices, and Federal Lands Highway Division Offices.
KW  - Annual reports
KW  - Environmental protection
KW  - Highway safety
KW  - Highways
KW  - Mobility
KW  - National security
KW  - Productivity
KW  - Strategic planning
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/reports/1999annual/index.htm
UR  - https://trid.trb.org/view/654653
ER  - 

TY  - RPRT
AN  - 00795449
AU  - Mauldon, M
AU  - University of Tennessee, Knoxville
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - SLOPE STABILITY IN FOLDED ROCKS
PY  - 2000/05
SP  - 175 p.
AB  - The principal objective of this research project was development of computer programs for the stability analysis of rock slopes adjacent to Tennessee State routes and highways.  Three computer programs: PlaneSlip, WedgeSlip and RockSlip, collectively referred to as the ROCKSLIP PACKAGE, were developed.  For specific application to slopes in folded rocks, a new analysis procedure based on potential energy was developed.  Program features are as follows: (a) Windows Based - the programs are compatible with Windows 95/98/NT operating systems and the current versions of the programs are version 1.3; (b) Units of Measurement - the programs automatically convert between fps (English) and SI measuring systems; (c) Auto-Redraw - (PlaneSlip & WedgeSlip - the auto-redraw function allows the user to adjust parameters and see in "real-time" how these changes affect slope stability; (d) Rockbolts - the effects of rock reinforcement are included in PlaneSlip and WedgeSlip; parameters include number of bolts, orientation, tensile and shear capacity, minimum embedment length and horizontal spacing; (e) Examples - several example problems based on published results are included; (f) Water Level & Pressure - the height of water in the tension crack controls the magnitude of water pressure acting on the slope; (g) Drainage Impedance - included in PlaneSlip and WedgeSlip - drainage impedance allows the user to change the pressure distribution behind the slope by varying the drainage conditions along the sliding plane and at the toe of the slope; (h) Tension Crack Angle - included in PlaneSlip; and (i) Graphical Output - the programs optionally display several diagrams (including stereographic projections, cross sections and variables diagram).
KW  - Computer programs
KW  - Drainage
KW  - Folded rocks
KW  - Rockbolts
KW  - Rocks
KW  - Rockslides
KW  - Slope stability
KW  - Stability analysis
UR  - https://trid.trb.org/view/654195
ER  - 

TY  - RPRT
AN  - 00795427
AU  - Harmelink, D S
AU  - Hutter, W
AU  - Vickers, J
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - INTERSTATE ASPHALT DEMONSTRATION PROJECT NH 0762-038 (RUBBLIZATION)
PY  - 2000/05
SP  - 96 p.
AB  - This report documents the design and construction of the first rubblization project initiated by the Colorado Department of Transportation.  The project was selected to demonstrate the resonant and multi-head breaker methods of rubblization of concrete pavement.  Work consisted of rubblizing existing concrete pavement.  The resonant breaker method rubblized 39,361 sq yd of concrete, while the multi-head breaker rubblized a total of 39,498 sq yd of concrete.  Three 2-in. lifts of a hot bituminous pavement (HBP) were placed on the rubblized concrete. Edge drains were used to control subgrade moisture.  A total of 18 moisture probes were installed to evaluate the effectiveness of edge drains.  A tipping bucket rain gauge was installed to record precipitation data.  This study will focus on the cost effectiveness of rubblization on jointed plain concrete pavement with alkali-silica reactivity.  The French Rutting Tester and the Hamburg Wheel Tracking Device indicate the HBP will resist rutting and moisture damage.  Moisture probe data indicates moisture is being removed from pavement sections.  Field performance data will be conducted each year for the 5-year study period.  Evaluations will consist of crack mapping, rut measurements, falling weight deflectometer measurements and observation of edge drains.  Long-term performance information provided by this study will determine the overall life cycle cost of rubblization with the asphalt overlay.
KW  - Alkali silica reactions
KW  - Bituminous overlays
KW  - Comminution
KW  - Concrete pavements
KW  - Construction equipment
KW  - Cost effectiveness
KW  - Deflection
KW  - Demonstration projects
KW  - Edge drains
KW  - Hot mix asphalt
KW  - Life cycle costing
KW  - Moisture damage
KW  - Multi-head breakers
KW  - Pavement cracking
KW  - Pavement performance
KW  - Resonant breakers
KW  - Rutting
UR  - https://trid.trb.org/view/654185
ER  - 

TY  - RPRT
AN  - 00795408
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 1999 STATUS OF THE NATION'S HIGHWAYS, BRIDGES AND TRANSIT: CONDITIONS AND PERFORMANCE. REPORT TO CONGRESS, EXECUTIVE SUMMARY
PY  - 2000/05
SP  - 32 p.
AB  - This document is a summary of the report to Congress titled: "1999 Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance" (C&P report).  The C&P report is intended to provide Congress and other decision makers with an objective appraisal of highway, bridge and transit system characteristics, finance, physical conditions, operational performance, and future capital investment requirements.  This edition of the C&P report is the fourth in the series that combines information on the Nation's highway and transit systems.  The report includes new sections devoted to personal mobility and safety, and expanded analysis of future investment requirements, which are summarized in this document.
KW  - Bridges
KW  - Condition surveys
KW  - Finance
KW  - Highways
KW  - Infrastructure
KW  - Investments
KW  - Mobility
KW  - Performance
KW  - Public transit
KW  - Safety
UR  - http://www.fhwa.dot.gov/policy/1999cpr/summary.htm
UR  - http://ntl.bts.gov/lib/17000/17200/17204/PB2001100172.pdf
UR  - https://trid.trb.org/view/654167
ER  - 

TY  - JOUR
AN  - 00795604
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA ANNOUNCES POOLED-FUND STUDY ON TMCS
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 50
AB  - The Federal Highway Administration, in cooperation with 12 states and the District of Columbia, will administer a 6-year pooled-fund study to examine and improve the way state and local transportation management centers (TMCs) gather, synthesize, and disseminate traffic information.  Some of the participating states have been operating TMCs for more than 30 years, while others are planning their first.
KW  - California
KW  - Congestion management systems
KW  - Connecticut
KW  - Cooperation
KW  - Delaware
KW  - Florida
KW  - Government funding
KW  - Illinois
KW  - Indiana
KW  - Interagency relations
KW  - Kansas
KW  - Missouri
KW  - Nevada
KW  - New York (State)
KW  - Research projects
KW  - Rhode Island
KW  - States
KW  - Traffic control centers
KW  - Transportation system management
KW  - U.S. Federal Highway Administration
KW  - Virginia
UR  - https://trid.trb.org/view/657507
ER  - 

TY  - JOUR
AN  - 00795605
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA FUNDS 84 PROJECTS FOR PILOT PROGRAM
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 51
AB  - Eighty-four projects totaling $31.1 million will receive funding from the U.S. Federal Highway Administration under the Transportation and Community and System Preservation (TCSP) Pilot Program.  In January 1999, Vice President Gore launched an agenda to strengthen partnerships between the government and state and local efforts to build livable communities.  TCSP is an initiative consisting of grants and research that will assist communities as they work to solve interrelated problems involving transportation, land development, environmental protection, public safety, and economic development.  It was established in the Transportation Equity Act for the 21st Century (TEA-21) in 1998.
KW  - Communities
KW  - Development
KW  - Economic development
KW  - Environmental protection
KW  - Government funding
KW  - Land use
KW  - Pilot studies
KW  - Research projects
KW  - Safety
KW  - Transportation
KW  - Transportation and Community and System Preservation Program
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/657508
ER  - 

TY  - JOUR
AN  - 00795608
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA REPORTS CONSTRUCTION COSTS
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 52
AB  - The U.S. Federal Highway Administration (FHWA) announced that highway construction costs increased 9.3% in the fourth quarter of 1999 as compared with the third quarter of 1999 and 9.7% compared with the fourth quarter of 1998.  Unit prices for common excavation, bituminous concrete, and reinforcing steel decreased, while unit prices for portland cement concrete, structural steel, and structural concrete increased.  Trends in highway construction costs are measured by an index of average contract prices compiled from reports of state highway contract awards for federal-aid contracts greater than $500,000.
KW  - Bituminous concrete pavements
KW  - Concrete
KW  - Contracts
KW  - Costs
KW  - Excavation
KW  - Federal aid highways
KW  - Highways
KW  - Portland cement concrete
KW  - Prices
KW  - Reinforcing steel
KW  - Road construction
KW  - State highways
KW  - Structural materials
KW  - Structural steel
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/657511
ER  - 

TY  - JOUR
AN  - 00795609
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA STUDY FINDS RED-LIGHT-RUNNING VIOLATIONS DOWN
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 52-53
AB  - The U.S. Federal Highway Administration (FHWA) released a report in February 2000 that showed red-light-running violations decreased by as much as 60% at intersections where automatic cameras were installed to enforce the law.  The report analyzed the results of programs that use red-light-running cameras in Los Angeles County, California; San Francisco, California; New York City; Howard County, Maryland; and Polk County, Florida. There are currently 21 known states and one territory that have considered camera technology for enforcement and have either passed legislation or are considering it.
KW  - Automation
KW  - Cameras
KW  - Highway safety
KW  - Howard County (Maryland)
KW  - Los Angeles County (California)
KW  - Measures of effectiveness
KW  - New York (New York)
KW  - Polk County (Florida)
KW  - Red light running
KW  - San Francisco (California)
KW  - Signalized intersections
KW  - Traffic law enforcement
KW  - Traffic safety
KW  - Traffic surveillance
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/657512
ER  - 

TY  - JOUR
AN  - 00795603
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - NATIONAL TRANSPORTATION WEEK: MAY 14-20
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 47
AB  - A number of events and outreach programs for young people are planned during National Transportation Week (NTW), which is to be held May 14-20, 2000.  One NTW activity is a poster contest being sponsored for fifth graders.  Students are invited to enter artwork that represents their thoughts on the theme, "Transportation...Taking You Where You Want to Go."  Another event planned during the week is the Design for Transportation National Awards at the National Academy of Sciences.  Other activities include a discussion on "Transportation in the 21st Century," featuring a panel of former secretaries of transportation, and a reception at which the historical, transportation-related paintings by artist and former Bureau of Public Roads employee Carl Rakeman will be displayed.
KW  - Awards
KW  - Intermodal transportation
KW  - Meetings
KW  - National Transportation Week
KW  - Promotion
KW  - Public relations
KW  - Publicity
KW  - Transportation
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/ntw.cfm
UR  - https://trid.trb.org/view/657506
ER  - 

TY  - JOUR
AN  - 00795610
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Enriquez, D
AU  - Federal Highway Administration
TI  - CHECK OUT TRIS ONLINE
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 55
AB  - TRIS Online, http://ntl.bts.gov/tris/, is a public-domain, Web-based version of the Transportation Research Information Service (TRIS).  It is designed to enhance transportation research, safety, and operations by sharing knowledge and information. TRIS is the world's largest and most comprehensive bibliographic database of published and ongoing research of all modes and disciplines in the field of transportation.  It contains nearly 500,000 bibliographic records of federal, state, local, and association research that has been published in books, journals, technical reports, and other media from the 1960s to date, with some coverage from prior years.  TRIS Online contains all the records found in TRIS with the exception of research-in-progress projects and the international records from the International Road Research Documentation (IRRD) system. However, TRIS Online provides links to the IRRD database as an option with each search.  The user is provided with detailed information about each document a search turns up. Users can also read an abstract, if available.  TRIS Online allows users to access electronic copies of full-text reports or links them directly to the publishers or suppliers that produce the documents.  It is anticipated that within 3 years, more than 70% of government reports listed in TRIS Online will be available electronically for downloading, printing, or through e-mail requests.
KW  - Databases
KW  - Document delivery
KW  - Documents
KW  - Electronic media
KW  - Information dissemination
KW  - Information services
KW  - Information systems
KW  - Internet
KW  - Research
KW  - Transportation
KW  - Transportation Research Board
KW  - Transportation Research Information Services
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/iwatch.cfm
UR  - https://trid.trb.org/view/657513
ER  - 

TY  - JOUR
AN  - 00795606
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - RESEARCHERS DEVELOP NEW TEST TO MEASURE CHLORIDE PENETRATION IN CONCRETE
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 51-52
AB  - Researchers at the University of Toronto, under a U.S. Federal Highway Administration contract, developed a new method for predicting chloride ion penetration in bridges and pavements. The new method--the rapid migration test--will be used to evaluate new mixes, reject or accept new concrete specifications, and evaluate in-place concrete by predicting how resistant concrete is to chloride ion penetration.  For the test, a specimen is ponded on top with a 0.3 molar sodium hydroxide solution, with a 10% solution (by mass) of sodium chloride at the bottom.  The specimen is initially subjected to 30 volts dc, and the resulting current determines the voltage to be applied for the duration of the test.  The voltage is applied for three different time periods varying anywhere from 2 hours to 96 hours.  Following the test, the specimen is split in half and a silver nitrate spray is applied to identify the depth of chloride penetration into the specimen.
KW  - Chlorides
KW  - Concrete bridges
KW  - Concrete pavements
KW  - Concrete tests
KW  - Electric current
KW  - Field tests
KW  - Ions
KW  - Mix design
KW  - Permeability
KW  - Sodium chloride
KW  - Sodium hydroxide
KW  - Specifications
KW  - Test procedures
KW  - U.S. Federal Highway Administration
KW  - Voltage
UR  - https://trid.trb.org/view/657509
ER  - 

TY  - JOUR
AN  - 00795607
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - HITEC EVALUATES SIGN RETROREFLECTOMETERS
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 51-52
AB  - The Highway Innovative Technology Evaluation Center (HITEC) has assembled a panel to oversee the evaluation of all hand-held and mobile sign retroreflectometers currently available in the United States.  The evaluation panel met on March 15-16, 2000, to allow vendors to describe their technologies so that the panel could decide the best way to test and evaluate whether the products meet minimum requirements for retroreflectivity established in the Manual on Uniform Traffic Control Devices.  HITEC has already completed an evaluation of six pavement marking retroreflectometers.
KW  - Contractors
KW  - Evaluation
KW  - Highway Innovative Technology Evaluation Center
KW  - Manual on Uniform Traffic Control Devices
KW  - Retroreflectivity
KW  - Retroreflectors
KW  - Specifications
KW  - Technological innovations
KW  - Tests
KW  - Traffic signs
UR  - https://trid.trb.org/view/657510
ER  - 

TY  - JOUR
AN  - 00795602
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Weingroff, R F
AU  - Federal Highway Administration
TI  - ONE MILE IN FIVE: DEBUNKING THE MYTH
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 45-46
AB  - This article presents a light-hearted rebuttal to the commonly held belief that one mile in five on the Interstate Highway System must be straight to serve as an emergency airstrip.  False though it is, this "fact" has become a fixture of Internet Web sites with names such as "You Probably Didn't Know That..." and "Weird Fact Heaven."  Some references to the one-out-of-five "law" attribute it to the Federal Aid Highway Act of 1956. However, Congress did not include such a requirement in the 1956 Act, and it was not part of any later legislation either.
KW  - Airstrips
KW  - Federal Aid Highway Act
KW  - Federal government
KW  - Interstate highways
KW  - Laws
KW  - Public policy
KW  - Regulations
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/onemileinfive.cfm
UR  - https://trid.trb.org/view/657505
ER  - 

TY  - JOUR
AN  - 00795601
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bared, J G
AU  - Kaisar, E I
AU  - Federal Highway Administration
TI  - ADVANTAGES OF THE SPLIT INTERSECTION
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 38-44
AB  - As urban and suburban intersections become more congested, a possible remedy to the recurring traffic jam is to separate the grades of the intersecting roads in the form of diamond interchanges.  A more economical intersection treatment is the split intersection.  This treatment requires that the major road be separated into two one-way roads comparable to an at-grade diamond junction.  The split intersection facilitates smoother traffic flows with less delay, and safety should be improved by reducing congestion and separating the opposing directions of traffic.  The three major disadvantages of a split intersection are the high initial cost of construction and of right-of-way purchases, the likelihood of stopping at two intersections instead of one when the two signals are not well-coordinated, and the possible wrongway movements by unfamiliar drivers. Documented advantages of split intersections show an increase in capacity and a reduction in delay.  The authors of this article conducted a delay comparison between single and split intersections using a traffic microsimulation model--CORSIM (CORridor SIMulation)--to provide insight into the benefits of conversion.  The analyses showed that the split intersection accommodates higher volumes of traffic with less delay per vehicle than the single intersection.  The delay differential between the two types of intersections increased as entering and left-turning volumes rose.  A case study is presented as an economic analysis procedure for planning purposes.
KW  - Benefit cost analysis
KW  - Case studies
KW  - Costs
KW  - Economic analysis
KW  - Highway capacity
KW  - Interchanges
KW  - Intersections
KW  - Left turns
KW  - Mathematical models
KW  - Medians
KW  - Peak hour traffic
KW  - Present value
KW  - Savings
KW  - Split intersections
KW  - Suburbs
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Traffic simulation
KW  - Urban areas
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/advantages.cfm
UR  - https://trid.trb.org/view/657504
ER  - 

TY  - JOUR
AN  - 00795600
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Harper-Lore, B L
AU  - Federal Highway Administration
TI  - AN AUSTRALIAN ROAD REVIEW
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 35-37
AB  - Australia's Roadsides Conservation Advisory Committee (RCAC) is an interagency partnership that was formed in 1975.  Its prime goal is to protect road reserves, which are defined as the total strip of land reserved for transportation purposes.  Management and construction planning are based on strong, defensible environmental decisions.  Roadside handbooks have been written by many states and shires based on RCAC's conservation work. Private sector support is very important in Australia, and one of the goals of Greening Australia Inc. is to promote this support. Australia is far ahead of the United States in protecting and restoring native forest communities. However, they plant seedlings, instead of less-expensive seed.  The Biolinks Project is restoring missing native vegetation to link the corridors between desert areas in western Victoria.  These biolinks result in grassland and woodland communities alive with birds, some of them endangered species.  Tourism influences some vegetation management decision.  For example, the koala is not rare or endangered; yet, expensive koala fencing is constructed along highways to protect this animal that has great touristic value.
KW  - Australia
KW  - Birds
KW  - Conservation
KW  - Deserts
KW  - Government agencies
KW  - Habitat (Ecology)
KW  - Interagency relations
KW  - Native plants
KW  - Private enterprise
KW  - Roadside
KW  - Roadside flora and fauna
KW  - Strategic planning
KW  - Tourism
KW  - Vegetation
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/aussie.cfm
UR  - https://trid.trb.org/view/657503
ER  - 

TY  - JOUR
AN  - 00795599
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Fischer, E E
AU  - Federal Highway Administration
TI  - THE FEDERAL TRANSPORTATION LIVABILITY INITIATIVE: BUILDING LIVABLE COMMUNITIES FOR THE 21ST CENTURY
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 30-34
AB  - The Clinton-Gore Livability Initiative, "Building Livable Communities for the 21st Century," helps communities across America grow in ways that ensure a better quality of life and strong, sustainable economic growth.  The comprehensive, coordinated effort by the Department of Transportation (DOT) will help communities use their transportation plans, resources, and programs to make decisions resulting in a better quality of life. The transportation livability initiative will help communities use existing DOT programs more effectively as they seek to improve safety, reduce the growth in congestion, contribute to greater economic prosperity, and provide easier access to jobs, and greater accessibility in an environmentally supportive way. The Clinton-Gore administration has established five goals for livable communities:  preserve green spaces, ease traffic congestion, restore a sense of community, promote collaboration among neighboring communities, and enhance economic competitiveness.  DOT has added the following goals as part of its Livability Initiative:  encourage linked transportation and land-use planning, allow communities to choose among transportation alternatives, promote consideration of actions that make better use of the existing system (carpools, vanpools, walking, and bicycling), and reduce greenhouse gas emissions through transportation strategies.
KW  - Bicycling
KW  - Carpools
KW  - Communities
KW  - Congestion management systems
KW  - Cooperation
KW  - Economic development
KW  - Environmental protection
KW  - Environmental quality
KW  - Federal government
KW  - Greenhouse gases
KW  - Intermodal transportation
KW  - Land use planning
KW  - Quality of life
KW  - Social factors
KW  - Sustainable development
KW  - Traffic congestion
KW  - Transportation
KW  - U.S. Department of Transportation
KW  - Vanpools
KW  - Walking
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/liability.cfm
UR  - https://trid.trb.org/view/657502
ER  - 

TY  - JOUR
AN  - 00795592
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Weingroff, R F
AU  - Federal Highway Administration
TI  - VOL. I, NO. 1--THE FIRST ISSUE OF PUBLIC ROADS, MAY 1918
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 2-10
AB  - This article takes a look at the first issue of this journal, issued in May 1918, by the Office of Public Roads and Rural Engineering (OPRRE).  The issue provides a window into the concerns of its time.  Its articles reveal the fault lines of a new program--the federal-aid highway program--that had not yet taken shape.  Labor and material shortages during World War I not only compounded the problems facing road builders at all levels of government, but they also masked the problems that would plague the federal-aid highway program when peace returned:  the spreading of federal-aid projects over a wide number of political subdivisions without regard to creation of a road network; OPRRE's dependence on regulation, approval, and inspection to counteract the old ways of road construction; the use of pavement surfaces that were inadequate for automobile traffic; state highway departments that were only nominally capable of carrying out the program; and the continuing pressure of more automobiles, more travel outside the cities, increasingly heavy trucks engaged in interstate commerce, and a road network falling to pieces under the pressure.  The issue reflects the pent up demand for projects that would have to wait until war's end.
KW  - Automobile travel
KW  - Federal aid
KW  - Federal Aid Highway Act
KW  - Federal aid highways
KW  - Government funding
KW  - Heavy duty trucks
KW  - Inspection
KW  - Interstate commerce
KW  - Labor force
KW  - Materials
KW  - Pavements
KW  - Public roads (Periodical)
KW  - Regulation
KW  - Road construction
KW  - State highway departments
KW  - Supply
KW  - U.S. Office of Public Roads and Rural Engineering
KW  - World War, 1914-1918
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/volume1.cfm
UR  - https://trid.trb.org/view/657495
ER  - 

TY  - JOUR
AN  - 00795593
JO  - Public Roads
PB  - Federal Highway Administration
AU  - McHale, G
AU  - Federal Highway Administration
TI  - IDAS (ITS DEPLOYMENT ANALYSIS SYSTEM): A TOOL FOR INTEGRATING ITS INTO THE PLANNING PROCESS
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 11-13
AB  - As intelligent transportation systems (ITS) become mainstreamed into improvements tool kits, the ability to assess the relative costs and benefits of alternative ITS improvement strategies is critical.  It is for this reason that the ITS Deployment Analysis System (IDAS) has been developed as a tool to assist transportation planners and others in the transportation arena. The transportation planning community has been using travel demand forecasting models to study alternatives for many years. To forecast travel demand, the traditional four-step modeling approach, which comprises trip generation, trip distribution, mode choice, and traffic assignment, is applied.  In general, the IDAS software is designed to pick up where the traditional four-step planning models end.  In fact, IDAS takes the output from four-step planning models to establish a base-case scenario. The IDAS user then selects from a list of ITS components and deploys one or more ITS improvements into the base case.  IDAS executes its own travel demand model to determine the new travel patterns that emerge as a result of the ITS improvements.  The incremental costs and benefits resulting from the deployment of the ITS components are then compared with the base-case scenario and presented to the IDAS user.
KW  - Advanced public transportation systems
KW  - Advanced traveler information systems
KW  - Advanced vehicle control systems
KW  - Arterial highways
KW  - Automated toll collection
KW  - Benefit cost analysis
KW  - Commercial vehicle operations
KW  - Deployment
KW  - Forecasting
KW  - Freeway management systems
KW  - Improvements
KW  - Incident management
KW  - Intelligent transportation systems
KW  - ITS Deployment Analysis System
KW  - Mathematical models
KW  - Mode choice
KW  - Railroad grade crossings
KW  - Software
KW  - Traffic assignment
KW  - Traffic managers
KW  - Transportation planning
KW  - Travel demand
KW  - Travel demand management
KW  - Travel patterns
KW  - Trip distribution
KW  - Trip generation
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/idas.cfm
UR  - https://trid.trb.org/view/657496
ER  - 

TY  - JOUR
AN  - 00795595
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Burk, M
AU  - Federal Highway Administration
TI  - COMMUNITIES OF PRACTICE
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 18-21
AB  - Communities of practice are a crucial aspect of knowledge management.  They can be defined as networks that identify issues, share approaches, and make the results available to others.  Communities of practice differ from work teams in a significant way.  Teams are formed by management and report to a boss.  They have defined membership, deadlines, and specific deliverables.  Communities of practice can be voluntary, usually have longer life spans than teams (but they only last as long as they have value to their members), and have no specific deliverables imposed.  They are responsible largely to themselves.  Communities of practice existed within the transportation community even before the current industry focus on the concept.  The Federal Highway Administration is now pursuing an aggressive initiative to foster communities of practice.
KW  - Communities of practice
KW  - Cooperation
KW  - Information dissemination
KW  - Information management
KW  - Knowledge
KW  - Management
KW  - Networks
KW  - Organizations
KW  - Technology transfer
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/commprac.cfm
UR  - https://trid.trb.org/view/657498
ER  - 

TY  - JOUR
AN  - 00795597
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Halladay, M
AU  - Federal Highway Administration
TI  - THE PARTNERSHIP INITIATIVE: A UNIFIED AGENDA FOR HIGHWAY RESEARCH AND TECHNOLOGY
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 23-26
AB  - Bringing together the many voices involved in highway research and technology (R&T) is what leaders at the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), and the Transportation Research Board (TRB) envisioned when planning a new framework for aligning R&T activities among research sponsors, practitioners, researchers, and other stakeholders.  This new framework, called the National Research and Technology Partnership Initiative, has several main goals:  make R&T investments more effective and efficient through broadbased stakeholder involvement and greater interaction among research programs and sponsors, foster a greater awareness and appreciation of existing research programs, stimulate the formation of productive R&T partnerships, and help demonstrate the needs and opportunities for research and the potential payoff from research investments.  The Research and Technology Coordinating Committee (RTCC) promises one arena for nurturing and monitoring the framework.  RTCC is a special TRB committee that provides formal consensus-based guidance to FHWA on highway R&T opportunities and priorities.  The Committee for Study of a Future Strategic Highway Research Program, a separate TRB committee that shares some common members with RTCC, is currently evaluating long-term research priorities.
KW  - American Association of State Highway and Transportation Officials
KW  - Cooperation
KW  - Coordination
KW  - Financing
KW  - Highways
KW  - Interorganizational relations
KW  - Investments
KW  - Partnerships
KW  - Research
KW  - Research management
KW  - Research projects
KW  - Strategic planning
KW  - Technological innovations
KW  - Technology
KW  - Transportation Research Board
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/partnership.cfm
UR  - https://trid.trb.org/view/657500
ER  - 

TY  - JOUR
AN  - 00795596
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - MIDDLE SCHOOL STUDENTS DESIGN FUTURE CITIES
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 22
AB  - Since its initiation in 1951 by the National Society of Professional Engineers, National Engineers Week has helped increase public awareness and appreciation of technology and the engineering profession.  As part of this effort, engineers work with seventh- and eighth-grade students to imagine cities in the 21st century.  Teams design the cities by computer and build scale models.  In 2000, for the first time, the Federal Highway Administration (FHWA) sponsored a Special Award to the Future City team that best incorporated transportation elements in their prototype future city.  FHWA sponsored the award to encourage middle school students to consider careers in engineering and transportation and to promote an appreciation for the important role of transportation in enhancing our quality of life and for the real problems that highway engineers solve in planning, building, and operating our transportation systems.  The winning design contained many transportation elements, including a major port, driverless taxis that scan a ticket and transport a person to their destination, personal flying machines (minihelicopters), vacuum tubes, moving sidewalks 25 ft (7.6 m) above the ground (people movers), and track runners that dispense cargo and people throughout the city.
KW  - Awards
KW  - City planning
KW  - Design
KW  - Forecasting
KW  - Future
KW  - Highway engineering
KW  - Middle school students
KW  - National Engineers Week
KW  - National Society of Professional Engineers
KW  - Students
KW  - Transportation engineering
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
KW  - Urban design
KW  - Urban transit
KW  - Urban transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/midschool.cfm
UR  - https://trid.trb.org/view/657499
ER  - 

TY  - JOUR
AN  - 00795598
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Farrell, M
AU  - Van der Hoven, L
AU  - Olsen, T
AU  - Federal Highway Administration
TI  - VERMONT REST AREA USES GREEN WASTEWATER TREATMENT SYSTEM
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 27-29
AB  - When the sewage treatment system failed at Vermont's busiest interstate highway rest area, the Guilford Welcome Center, state officials decided to install an innovative system called the Living Machine.  The system uses a series of tanks containing plants and other organisms to naturally clean wastewater.  The Living Machine is a biological system consisting of a series of reactors housed in high-density polyethylene tanks.  Each reactor has a different ecological environment designed for a specific treatment purpose.  This ecological diversity includes plants, aquatic insects, snails, aquatic worms, and other flora and fauna.  Sewage from the rest area is treated to Vermont's reuse standards and recycled to the rest area as flush water in the toilets.  The Living Machine was designed to treat wastewater from up to 4,300 visitors per day.
KW  - Animals
KW  - Aquatic life
KW  - Biological materials
KW  - Biology
KW  - Ecology
KW  - Ecosystems
KW  - Interstate highways
KW  - Plants
KW  - Roadside rest areas
KW  - Sewage treatment
KW  - Technological innovations
KW  - Vermont
KW  - Wastewater
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/vermont.cfm
UR  - https://trid.trb.org/view/657501
ER  - 

TY  - JOUR
AN  - 00795594
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - TURBO ARCHITECTURE: A TOOL FOR LEVERAGING THE NATIONAL ITS ARCHITECTURE
PY  - 2000/05
VL  - 63
IS  - 6
SP  - p. 14-17
AB  - In 1996, the U.S. Department of Transportation (DOT) released the first version of the National Intelligent Transportation Systems (ITS) Architecture, which is essential to meeting the DOT goal of a compatible seamless transportation system.  What has been lacking until now is a software tool that can take the information found on the National ITS Architecture CD-ROM and apply it directly to creating a customized regional or project architecture that reflects the transportation needs of the region and identifies the full range of integration options available. In response to this need, the Federal Highway Administration has developed a software tool called Turbo Architecture.  The tool is a high-level, interactive software program that assists transportation planners and system integrators in the development of regional and project architectures that are based on the National ITS Architecture.  Turbo Architecture allows a user to create a regional architecture, create a project architecture when no regional architecture exists, create a project architecture from an existing regional architecture, or merge a project architecture into an existing regional architecture.  The user enters their region- or project-specific information into the tool and ultimately generates an architecture that can be customized to their needs.
KW  - Advanced traveler information systems
KW  - Computer programs
KW  - Integrated systems
KW  - Intelligent transportation systems
KW  - ITS program applications
KW  - ITS program technologies
KW  - National ITS Architecture
KW  - Programming (Planning)
KW  - Project management
KW  - Regional transportation
KW  - Software
KW  - Standards
KW  - System design
KW  - Transportation planning
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00mayjun/turbo.cfm
UR  - https://trid.trb.org/view/657497
ER  - 

TY  - RPRT
AN  - 00795233
AU  - Abdulshafi, O
AU  - Kedzierski, B
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF OHIO SUPERPAVE PROJECTS
PY  - 2000/05
SP  - 94 p.
AB  - Beginning in 1996 the Ohio Department of Transportation (ODOT) used Superpave designed hot-mix asphalt at some construction projects.  The introduction of this new technology prompted a need to collect data that would help to relate engineering characteristics of constructed pavements with their future performance.  This research study was undertaken to collect data in a uniform, organized manner for the ODOT's initial seven Superpave paving projects.  A database was developed to hold information regarding road inventory, pavement design, used materials, job mix formula, construction process, cost, and condition survey.  The database structure allows for the inclusion of additional paving projects and subsequent condition surveys.  The study concluded (based on available information) that:  Pavement constructed using Superpave designed hot-mix asphalt was about 20% more expensive than pavement made of conventionally designed mixes; The cost increase was greater for surface than intermediate mixes; A desired level of field compaction was difficult to obtain in all surface and some intermediate mixes; Differences in the achieved field densities of the asphalt mixes over the duration of the paving process were statistically significant; and Initial pavement distress had a form of ravelling and cracking.  The study recommended continuation of the data collection process, changes in the data collection approach, and close examination of the compaction procedure and type of rollers that are used.
KW  - Compaction
KW  - Condition surveys
KW  - Construction
KW  - Costs
KW  - Data collection
KW  - Databases
KW  - Hot mix asphalt
KW  - Inventory
KW  - Mix design
KW  - Ohio
KW  - Pavement design
KW  - Pavement performance
KW  - Recycled materials
KW  - Superpave
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A44464397
UR  - https://trid.trb.org/view/654078
ER  - 

TY  - RPRT
AN  - 00794761
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 1999 STATUS OF THE NATION'S HIGHWAYS, BRIDGES AND TRANSIT: CONDITIONS AND PERFORMANCE. REPORT TO CONGRESS
PY  - 2000/05
SP  - 352 p.
AB  - This report is submitted in accordance with the requirements of Section 502(g) of 23 United States Code (U.S.C.) and Section 308(e) of 49 U.S.C., for the highway and transit portions, respectively.  This report also incorporates as Appendix A, the Interstate Needs Study required by Section 1107(c) of the Transportation Equity Act for the 21st Century.  This report provides the Congress with an objective appraisal of highway, bridge, and transit physical conditions, operational performance, finance, and future investment requirements.  It highlights the need to maintain our commitment to infrastructure investment to keep our highway and transit systems functioning effectively.
KW  - Bridges
KW  - Condition surveys
KW  - Finance
KW  - Highways
KW  - Infrastructure
KW  - Investments
KW  - Performance
KW  - Public transit
UR  - http://www.fhwa.dot.gov/policy/1999cpr/report.htm
UR  - https://trid.trb.org/view/653917
ER  - 

TY  - SER
AN  - 00793876
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - PEDESTRIAN AND BICYCLE CRASH ANALYSIS TOOL
PY  - 2000/05
SP  - 3 p.
AB  - In 1998, 5,220 pedestrians and 761 bicyclists were killed, accounting for 14% of all traffic fatalities.  An additional 69,000 pedestrians and 53,000 bicyclists were reported to have been injured as a result of collisions with motor vehicles.  The Pedestrian and Bicycle Crash Analysis Tool (PBCAT) is a software product intended to assist State and local pedestrian and bicycle coordinators, planners, and engineers with this problem.  PBCAT accomplishes this goal through the development and analysis of a database containing details associated with crashes between motor vehicles and pedestrians or bicyclists. One of these details is the crash type, which describes the pre-crash actions of the parties involved.  With the database developed, the software can then be used to address the problems that are identified.
KW  - Bicycle crashes
KW  - Bicycle safety
KW  - Bicycles
KW  - Crash analysis
KW  - Crash causes
KW  - Crash type
KW  - Cyclists
KW  - Databases
KW  - Fatalities
KW  - Injuries
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Software
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/publications/research/operations/13036/13036.pdf
UR  - https://trid.trb.org/view/656131
ER  - 

TY  - RPRT
AN  - 00793318
AU  - Ghorbanpoor, Al
AU  - Borchelt, R
AU  - Edwards, M
AU  - Salam, E A
AU  - University of Wisconsin, Milwaukee
AU  - Federal Highway Administration
TI  - MAGNETIC-BASED NDE OF PRESTRESSED AND POST-TENSIONED CONCRETE MEMBERS -- THE MFL SYSTEM
PY  - 2000/05
SP  - 107 p.
AB  - This report describes all aspects of a study to develop a nondestructive evaluation (NDE) system based on the concept of magnetic flux leakage (MFL) to detect corrosion and fracture of prestressing steel in pretensioned and post-tensioned concrete bridge members.  The basic methodology is based on introducing a direct-current magnetic field in close proximity of the prestressing or post-tensioning steel and monitoring the variations of the field due to loss of cross-sectional area of steel from corrosion or fracture.  The mechanical and electrical components of the MFL system are described, as well as the software developed to acquire and analyze the MFL data and to control all hardware.  The system is designed and fabricated to offer ease of use during the field operation.  Although most of the effort made during this study was associated with the development of the MFL system, limited laboratory and field investigations were conducted to assess the capabilities and limitations of the system.  Additional laboratory and field investigations are recommended.
KW  - Bridge members
KW  - Corrosion
KW  - Field tests
KW  - Fracture mechanics
KW  - Laboratory tests
KW  - Magnetic flux
KW  - Monitoring
KW  - Nondestructive tests
KW  - Posttensioning
KW  - Prestressed concrete
KW  - Prestressing
KW  - Software
KW  - Steel
KW  - Testing equipment
UR  - http://ntl.bts.gov/lib/16000/16800/16894/009680.pdf
UR  - https://trid.trb.org/view/653463
ER  - 

TY  - ABST
AN  - 01458593
TI  - Evaluation of Generation 0 Field Operational Test - Minnesota Department Of Transportation
AB  - The purpose of this project was to perform an independent evaluation of the MnDOT Intelligent Vehicle Initiative Field Operational Test. The evaluation determined the benefits and deployment potential of intelligent vehicle safety systems for specialty vehicle applications. Evaluators prepared an evaluation plan including analytical methods for estimating safety benefits (i.e., number of crashes avoided at full deployment), surveys and interviews for assessing driver acceptance and opinions, and a benefits cost analysis for comparing the value of benefits with the costs of deploying and maintaining these systems.
KW  - Benefits
KW  - Driver experience
KW  - Evaluation and assessment
KW  - Field tests
KW  - Intelligent vehicles
KW  - Minnesota
KW  - Operations
KW  - Research projects
KW  - Safety
KW  - Vehicle safety
UR  - https://trid.trb.org/view/1226804
ER  - 

TY  - ABST
AN  - 01458603
TI  - IDAS Maintenance
AB  - This project comprises an Indefinite Quantity Contract (IQC) structured to provide continued maintenance of the ITS Deployment Analysis System (IDAS) software. Activities covered by this IQC include the creation of software maintenance procedures, maintenance of IDAS software, maintenance of an IDAS Web site, and assessment of current applications and user needs.
KW  - Highway planning
KW  - Highway traffic control
KW  - Intelligent transportation systems
KW  - Intelligent transportation systems programs
KW  - Maintenance
KW  - Management and organization
KW  - Research projects
KW  - Software
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1226814
ER  - 

TY  - RPRT
AN  - 00796928
AU  - Boyle, M
AU  - Shkolnik, E
AU  - Valley Forge Laboratories, Incorporated
AU  - Construction Technology Laboratories, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - ASSESSMENT OF ORIGINAL FREE LIME CONTENT OF WEATHERED IRON AND STEEL SLAG
PY  - 2000/04/20
SP  - 50 p.
AB  - The purpose of this project was to conduct thermogravimetric analysis and either ASTM C 114 total lime content and/or the anhydrous ethylene glycol total lime content determinations. The hydration and dissolution of calcium oxide to form calcium hydroxide subsequently precipitates as calcium carbonate (tufa) on contact with air.  This is a serious consideration for steel slag used as fill and potential drainage problems.
KW  - Calcium carbonate
KW  - Calcium hydroxide
KW  - Calcium oxide
KW  - Drainage
KW  - Fills
KW  - Slag
KW  - Thermogravimetric analysis
UR  - https://trid.trb.org/view/654663
ER  - 

TY  - RPRT
AN  - 00805910
AU  - Federal Highway Administration
TI  - GUIDE TO LTPP TRAFFIC DATA COLLECTION AND PROCESSING
PY  - 2000/04/11
SP  - 85 p.
AB  - This document supersedes Chapter 4: Traffic Data Collection of the Data Collection Guide developed by the Strategic Highway Research Program (SHRP).  Data sheets and instructions for submitting traffic data for test sections, as well as the protocols for calibrating traffic data collection equipment, are included in this document.  These guidelines reflect the revised traffic data collection plan developed for the Long Term Pavement Performance (LTPP) project, as well as other minor changes that have occurred since Chapter 4 was last produced in 1994.  Traffic data is required within the LTPP study in order to provide an independent measure of the loads that are applied to the individual pavement sections being studied.  The basic goal of the data collection effort is to provide researchers with axle load distributions that represent the loading history for each test section.  This means actively measuring loads being applied to test section pavements, while also providing the best possible estimates of loads that these pavements experienced prior to the start of the LTPP traffic monitoring efforts.  The goal of this report is to document the process and procedures used by LTPP to collect and store the traffic data used to estimate pavement loadings.  This first section of this report provides introductory material on the traffic data collection process, including an outline of how data flows through the system and an introduction to terms used throughout this report.  Section 2 covers the principles of traffic data collection regarding data manipulation, site-specific data, and codes for data availability and site location.  The traffic data collection plan is presented in Section 3.  Section 4 presents LTPP's instructions for the selection, location, installation and calibration of traffic data collection equipment.  Section 5 details the submittal formats for traffic monitoring data. Section 6 presents the forms and instructions for submitting monitored traffic data.  Appendix A discusses the submittal of historical traffic data.
KW  - Axle loads
KW  - Calibration
KW  - Data collection
KW  - Data flow
KW  - Data manipulation
KW  - Data storage
KW  - Equipment
KW  - History
KW  - Information processing
KW  - Installation
KW  - Loads
KW  - Location
KW  - Long-Term Pavement Performance Program
KW  - Monitoring
KW  - Pavement performance
KW  - Procedures
KW  - Selection
KW  - Test sections
KW  - Traffic data
KW  - Traffic surveillance
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/trfcol/trfcol.pdf
UR  - https://trid.trb.org/view/672510
ER  - 

TY  - ABST
AN  - 01459581
TI  - Guide for Optimal Timing of Pavement Preventive Maintenance Treatment Applications
AB  - The objective of this research is to develop a guide for determining the optimal timing for the application of preventive maintenance treatments to flexible and rigid pavements.
KW  - Deterioration
KW  - Flexible pavements
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Optimization
KW  - Pavement maintenance
KW  - Preventive maintenance
KW  - Research projects
KW  - Rigid pavements
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=383
UR  - https://trid.trb.org/view/1227795
ER  - 

TY  - RPRT
AN  - 01108456
AU  - Federal Highway Administration
TI  - Tracking State Deployments of Commercial Vehicle Information Systems and Networks: 1998 Kentucky State Report
PY  - 2000/04/07/Version 1.2
SP  - 9p
AB  - The purpose of this document is to present state-level statistics for the Commercial Vehicle Information Systems and Networks (CVISN) deployment described in the national report. These data will allow state stakeholders to evaluate their own deployment standings in relation to national averages. The national report, due out in January, will complement the state reports by presenting the national indicators accompanied by more detailed explanations of the underlying calculations and cross-cutting analyses of individual state responses. These state-level statistics are for the state of Kentucky.
KW  - Commercial vehicle operations
KW  - CVISN (Program)
KW  - Kentucky
KW  - Statistics
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13100.pdf
UR  - https://trid.trb.org/view/868488
ER  - 

TY  - ABST
AN  - 01459157
TI  - Accuracy of Traffic Load Monitoring and Projections Related to Traffic Data Collection Parameters
AB  - The objective of this project is to investigate the variability of the AASHTO design equation traffic variables and what benefits and costs are associated with choosing the methodology for traffic data collection. Develop guidelines for state highway agencies to conduct traffic sensitivity analyses for their state.
KW  - American Association of State Highway and Transportation Officials
KW  - Data collection
KW  - Design
KW  - Load factor
KW  - Methodology
KW  - Research projects
KW  - Sensitivity analysis
KW  - Traffic data
KW  - Traffic loads
UR  - https://trid.trb.org/view/1227369
ER  - 

TY  - ABST
AN  - 01464376
TI  - Accelerating Opportunities for Innovation in the Highway Industry
AB  - <font face="Times New Roman"><font size="4"><em>TRB Special Report 249: Building Momentum for Change</em> (1996), recommended creating a strategic forum for innovation in highway infrastructure. In response to the recommendation, a task force (A5T60) was established in Division A of the Transportation Research Board, comprised of high-level public and private highway industry leaders. The ultimate purpose of the task force is to accelerate opportunities to implement innovations in the highway industry. Its objectives are to advocate continuous quality improvement and positive change; facilitate removal of barriers to innovation; encourage development of strategies that generate beneficial change; and create a framework for informed consideration of innovation. Its intent is to facilitate understanding among highway administrators, engineers, and private industry leaders of individual needs for and the impacts of change; inform highway industry leaders of the value of accelerating innovation; recommend strategies to overcome the barriers to implementation of innovations in relevant, specific areas of concern; and advocate processes that sponsors of research and innovation can use to accelerate implementation of innovative concepts.<br /><br /></font></font>
KW  - Highways
KW  - Improvements
KW  - Infrastructure
KW  - Innovation
KW  - Quality control
KW  - Technological innovations
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=611
UR  - https://trid.trb.org/view/1232605
ER  - 

TY  - RPRT
AN  - 01155062
AU  - McCord, Mark R
AU  - Goel, Prem K
AU  - Merry, Carolyn J
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Traffic Monitoring Using Satellite and Ground Data: Preparation for Feasibility Tests
and an Operational System
PY  - 2000/04//Final Report
SP  - 228p
AB  - This report documents continued research into the feasibility of using data obtained from satellite images to improve estimates of interest in traffic monitoring programs. Using satellite imagery is attractive for traffic monitoring programs, since imagery would allow wide spatial coverage unobtainable from ground-based sensors. In addition, sensors onboard satellites are off-the-road, and, therefore, there is no disruption to traffic flow or increased hazard to personnel during installation and repair. Moreover, high-resolution satellite imagery will soon be available for the first time in the non-military world.  This report addresses the following issues: demonstrating that vehicles can be identified and classified accurately from satellite imagery; developing efficient image processing methods; and determining methods to integrate the imagery with ground-based data and assessing the value of this integration. The authors have been concentrating on the ability of satellite-based data to improve estimates of Average Annual Daily Traffic (AADT) on highway segments and Vehicle Miles Traveled (VMT) over the network of these segments. They describe the methods they developed and coded to simulate traffic patterns and true AADT and VMT statistics and estimate these measures from observations assumed to be obtained from samples of the traffic patterns. The estimation component can use either a traditional-based method (what has traditionally been used to estimate these measures from ground-based sensors) or a model-based method that uses observations more efficiently when the data can be assumed to be compatible with a specified underlying stochastic process. They report the results of numerical studies they conducted using their software. These results indicate the potential of satellite-based data to complement ground-based data and markedly reduce the errors in AADT or VMT estimation or the personnel required to maintain an accuracy level when estimating these parameters.
KW  - Artificial satellites
KW  - Automatic vehicle classification
KW  - Automatic vehicle identification
KW  - Data collection
KW  - Image processing
KW  - Remote sensing
KW  - Traffic data
KW  - Traffic surveillance
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A44464386
UR  - https://trid.trb.org/view/915949
ER  - 

TY  - RPRT
AN  - 01073994
AU  - Federal Highway Administration
TI  - US 35 improvements, interstate 64 to Henderson, Mason and Putnam counties, draft 4(f) evaluation : environmental impact statement
PY  - 2000/04//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - West Virginia
UR  - https://trid.trb.org/view/833388
ER  - 

TY  - RPRT
AN  - 01062362
AU  - Federal Highway Administration
TI  - Puainako St. Extension and Widening, Hawaii County : environmental impact statement
PY  - 2000/04//Volumes held: Draft, Draft Appendix, Final, Fapp
KW  - Environmental impact statements
KW  - Hawaii
UR  - https://trid.trb.org/view/821859
ER  - 

TY  - RPRT
AN  - 01062286
AU  - Federal Highway Administration
TI  - US 101 Highway Aberdeen-Hoquiam Corridor project, Grays Harbor County : environmental impact statement
PY  - 2000/04//Volumes held: Draft, Final(2v)
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/821783
ER  - 

TY  - RPRT
AN  - 01024460
AU  - Sargand, Shad
AU  - Edwards, William F
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Effectiveness of Base Type on the Performance of PCC Pavement on ERI/LOR 2
PY  - 2000/04//Interim Report
SP  - 60p
AB  - This interim report discusses the current status of the ERI/LOR 2 research project that is investigating the effects of various base materials and design features on the performance of portland concrete cement pavement.  In 1990, rehabilitation of the initial project begun in 1974 was undertaken through the construction of additional test pavements in the westbound lanes of SR 2 between Station 1835+10 in Erie County and Station 90+23 in Lorain County.  Six base types and two aggregate sources were used in the new test sections.  One of the aggregate base sources, #57 from Martin-Marietta in Woodville, Ohio, was considered resistant to D-cracking.  The other, #57 from Sandusky Crushed Stone in Parkertown, Ohio, was considered susceptible to D-cracking.  The six bases tested included Ohio Department of Transportation (ODOT) 304, 310, 3071A, 307NJ, and asphalt- and cement-treated free draining bases (ATFD and CTFD bases).  Nondestructive testing was performed in June and August 1999.  Falling Weight Deflectometer (FWD) tests were conducted to determine load transfer on the test sections.  Cracks in slabs were also evaluated through inspection and taking concrete cores.  These core samples indicated that most of the cracks were initiated at the pavement surface and propagated downward. No D-cracking has been observed in the test sections.  An extensive series of laboratory tests has also been completed to determine resilient modulus and the strength of each base type.  To date, the sections with bases 307NJ and CTFD are performing poorly and have developed a substantial number of cracks.  The ATFD base is performing the best of the test bases.  Additional monitoring is needed to assess the overall performance of each base type and to address potential D-cracking.
KW  - Aggregates
KW  - Base course (Pavements)
KW  - Cores (Specimens)
KW  - D cracking
KW  - Falling weight deflectometers
KW  - Laboratory tests
KW  - Load transfer
KW  - Modulus of resilience
KW  - Nondestructive tests
KW  - Pavement design
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Road construction
KW  - Test sections
UR  - http://www.dot.state.oh.us/research/2000/Pavements/14652-FR(B).pdf
UR  - https://trid.trb.org/view/781638
ER  - 

TY  - RPRT
AN  - 00938490
AU  - McNerney, M T
AU  - Landsberger, B J
AU  - Turen, T
AU  - Pandelides, A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - COMPARATIVE FIELD MEASUREMENTS OF TIRE/PAVEMENT NOISE OF SELECTED TEXAS PAVEMENTS
PY  - 2000/04
SP  - 48 p.
AB  - The effects of traffic noise are a serious concern in the United States and in the rest of the world.  One significant component of traffic noise is tire/pavement interaction.  Protecting individual receivers by reducing pavement noise at the source rather than by using traffic noise barriers may result in substantial cost reductions and improved community acceptance of highway projects.  This research consisted in field-testing fifteen different pavement types found in Texas, in coordination with six pavement types in South Africa.  A test procedure was developed using standard test microphones to simultaneously record noise levels at roadside and onboard the test vehicle within a few centimeters of the tire of a towed trailer.  The data were analyzed to determine the tire/pavement interaction noise for the different pavements.  The test procedure was designed to develop comparisons of pavements while keeping other variables constant.  The results, measured on the standard A-weighted scale, indicated a range of 7 dB of roadside noise levels on the fifteen test pavements in Texas and a roadside noise level on one specially constructed pavement in South Africa to reduce noise that was measured as 3 dB quieter than that of any Texas pavement measured in the study.
KW  - Field tests
KW  - Measurement
KW  - Microphones
KW  - Pavements
KW  - Rolling contact
KW  - Sound level
KW  - South Africa
KW  - Test procedures
KW  - Texas
KW  - Traffic noise
UR  - http://ntl.bts.gov/lib/19000/19400/19475/PB2002107297.pdf
UR  - https://trid.trb.org/view/730711
ER  - 

TY  - RPRT
AN  - 00929869
AU  - Eberts, R
AU  - Goodman, J
AU  - McCullouch, B
AU  - Sinha, K J
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - INDOT TRAINING NEEDS STUDY
PY  - 2000/04
SP  - 274 p.
AB  - During the strategic plan development process, the INDOT staff identified a list of possible training needs, which included suggestions for workshops, certification procedures, training sessions for interpersonal communication, computer skills, and video conferencing, as well as more specific topics such as hazardous areas and clean up of contaminated soil.  This study's objective is to assess current and future training needs at INDOT on comprehensive basis, as well as analyze current and future trends in order to fulfill the INDOT strategic goals and objectives.
KW  - Benchmarks
KW  - Certification
KW  - Contaminants
KW  - Hazard evaluation
KW  - Indiana
KW  - Job analysis
KW  - Performance evaluations
KW  - Personnel development
KW  - Strategic planning
KW  - Training programs
KW  - Workshops
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1598&context=jtrp
UR  - https://trid.trb.org/view/719366
ER  - 

TY  - RPRT
AN  - 00929870
AU  - Gulen, S
AU  - Nagle, J
AU  - Weaver, J
AU  - Gallivan, V L
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - DETERMINATION OF PRACTICAL ESALS PER TRUCK VALUES ON INDIANA ROADS
PY  - 2000/04
SP  - 28 p.
AB  - The Indiana Department of Transportation (INDOT) has been using ESAL (Equivalent Single Axle Load) values for pavement design. The current ESAL values were obtained in the late 1970. However, truck deregulation and higher allowable maximum loads have increased the 1970s values.  Updated ESAL values are needed for better road designs.  The 1998 and 1999 traffic data for all Weight-in-Motion (WIM) stations were obtained and used to compute updated ESAL values for multiple unit trucks (Class 9/F-9) and single unit trucks (Class 5, 6 and 7).  Statistical analyses indicated that average ESAL values for 1998 and 1999 are statistically the same, but the average ESAL values for interstates roads and non-interstate roads are not all statistically the same.  Somw WIM stations were deleted for definite calibration problems.  Due to other calibration deficiencies, the data was refined before final ESAL computations.  Then the following ESAL values were computed and recommended to be used for future INDOT road designs:  For multiple unit trucks (Class 9): 1.3 ESAL/truck for flexible pavements, and 2.0 ESAL/truck for rigid pavements.  For single unit trucks (Class 5, 6 and 7): 0.6 ESAL/truck for flexible pavements, and 0.9 ESAL/trucks for rigid pavements.
KW  - Axle loads
KW  - Deregulation
KW  - Flexible pavements
KW  - Indiana
KW  - Interstate highways
KW  - Load limits
KW  - Multiple unit cars
KW  - Pavement design
KW  - Pavement performance
KW  - Rigid pavements
KW  - Statistical analysis
KW  - Truck traffic
KW  - Weigh in motion
KW  - Weight
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1523&context=jtrp
UR  - https://trid.trb.org/view/719367
ER  - 

TY  - RPRT
AN  - 00929122
AU  - Handy, S L
AU  - Kubly, S
AU  - Jarrett, J
AU  - Srinivasan, S
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - ECONOMIC EFFECTS OF HIGHWAY RELIEF ROUTES ON SMALL AND MEDIUM-SIZE COMMUNITIES: LITERATURE REVIEW AND IDENTIFICATION OF ISSUES
PY  - 2000/04
SP  - 56 p.
AB  - Highway relief routes around small- or medium-size communities are an important element of the Texas Trunk System.  These routes provide for the safe and efficient movement of through traffic and contribute to the growth of the Texas economy.  For small- and medium-size communities, however, highway relief routes potentially bring both positive and negative impacts by reducing the flow of traffic through the center of town.  While a relief route often means quieter, safer streets for the residents of the community, it can also lead to changes in the local economy that may or may not benefit local residents. Residents and business leaders in communities for which the Texas Department of Transportation (TxDOT) is proposing relief routes are understandably concerned about potential negative impacts.  The purpose of this project is to provide TxDOT planners and engineers with reliable information they can use to address the questions and concerns of local residents and business leaders.  This information will be based on experiences with previous relief route projects, including a quantitative analysis of the impacts of these routes on local economies, as well as in-depth case studies of the nature of these impacts in selected communities.  This report summarizes the first phase of the research:  the identification of key issues from the affected communities' perspective and from TxDOT's perspective, a review of the literature on highway relief routes pertaining to theory and methodologies, and a summary of the findings of previous research on this topic.  This report provides the basis for the work that follows by pointing to variables to include in the quantitative analysis, by identifying the questions to ask in the case studies, and by providing guidance regarding appropriate methodologies.
KW  - Bypasses
KW  - Case studies
KW  - Communities
KW  - Economic impacts
KW  - Literature reviews
KW  - Medium sized cities
KW  - Methodology
KW  - Quantitative analysis
KW  - Small cities
KW  - Texas
KW  - Through traffic
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1843_1.pdf
UR  - https://trid.trb.org/view/719040
ER  - 

TY  - RPRT
AN  - 00924094
AU  - Griffith, A
AU  - Normand, W
AU  - Starkey, S
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - SEISMIC PROTECTION DEVICES STUDY FOR THE WEST MARQUAM INTERCHANGE-MARQUAM BRIDGE SECTION
PY  - 2000/04
SP  - 32 p.
AB  - This report summarizes the seismic retrofit of the Marquam Bridge in Portland, Oregon with proprietary bearing/restraint and shock transmission devices.  The retrofit was completed in 1995.  The devices were supplied by FIP Industries, Inc., and included:  Bearing Restraint Devices (including shock transmission components): four devices at Piers #2 and #5; Bearing Restraint Devices: four devices at Piers #3 and #4; and Shock Transmission Devices: two on each side of Panel Point L13. The bearing/restraint devices replaced existing bearings and required special modifications to the bridge piers and truss to accommodate jacking operations and bearing installation.  After the installation was complete in 1995, Teflon shavings were discovered in the guide bar region in each of the new bearings of Pier #2 and Pier #5.  The shavings were the result of the Teflon sliding element being extruded into the guide bar region. Since then, further monitoring has confirmed that the Teflon extrusion process has diminished over time.  After almost five years of service, the other devices are performing satisfactorily.
KW  - Bridge bearings
KW  - Bridges
KW  - Earthquake resistant design
KW  - Installation
KW  - Performance
KW  - Portland (Oregon)
KW  - Retrofitting
KW  - Shock transmission devices
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SeismicProtection.pdf
UR  - http://ntl.bts.gov/lib/10000/10500/10578/seismic.pdf
UR  - https://trid.trb.org/view/707663
ER  - 

TY  - RPRT
AN  - 00923448
AU  - Hopwood, T
AU  - Meade, B
AU  - Palle, S
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - EXPERIMENTAL MAINTENANCE PAINTING ON THE I-64 RIVERSIDE EXPRESSWAY IN LOUISVILLE
PY  - 2000/04
SP  - 76 p.
AB  - The Riverside Parkway comprises some 3.2 miles of elevated steel (plate-girder) in downtown Louisville having approximately 24,054 tons of steel.  The structures had existing coatings that contained lead.  The project posed significant operational and public safety constraints due to close proximity of the structures with residences and businesses along the entire route.  In 1996, the Kentucky Transportation Cabinet Paint Team developed experimental specifications to re-paint the Parkway by overcoating.  Surface preparation procedures included 3,000-psi pressure washing and power-tool cleaning.  Containment enclosures were employed throughout the project and hazardous wastes were collected and disposed of.  The Parkway spans were painted with a brushed-on spot coat and full brushed-on intermediate coat of aluminum-pigmented moisture cure polyurethane primer and rolled or spray-applied topcoat of high-gloss acrylic polyurethane.  The project was let at a cost of about $1.20/sq ft.  The painting project began in September 1996 and was successfully completed in June 1998.  A follow-up inspection in June 1999 revealed that the project was performing exceedingly well despite its low cost.
KW  - Bridges
KW  - Cleaning
KW  - Costs
KW  - Hazardous wastes
KW  - Lead based paint
KW  - Louisville (Kentucky)
KW  - Maintenance
KW  - Painting
KW  - Performance
KW  - Polyurethane resins
KW  - Protective coatings
KW  - Safety
KW  - Steel
KW  - Surface preparation
KW  - Washing
KW  - Water pressure
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_00_10.pdf
UR  - http://ntl.bts.gov/lib/23000/23700/23761/KTC_00_10.pdf
UR  - https://trid.trb.org/view/707400
ER  - 

TY  - RPRT
AN  - 00824791
AU  - Brooks, E W
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - DESERT VARNISH DABNEY STATE PARK CONSTRUCTION REPORT
PY  - 2000/04
SP  - 21 p.
AB  - In 1997, the Oregon Department of Transportation mitigated a rock fall hazard on the historic Columbia River Highway.  Loose rock was removed from the overhanging cliff while the sandstone near the base of the cliff was covered with shotcrete to prevent erosion.  The shotcrete was then coated with desert varnish to hide the new looking concrete face.  The desert varnish is intended to help blend the project into the surrounding environment in this area of high tourist traffic.  The project was completed in the summer of 1999.  The desert varnish was applied without any problems.  It continues to darken with age so that the shotcrete blends in well with the natural cliff. This report documents the application and initial inspections of the results.
KW  - Construction
KW  - Countermeasures
KW  - Deserts
KW  - Hazards
KW  - Oregon
KW  - Rockfalls
KW  - Shotcrete
KW  - Varnish
UR  - http://ntl.bts.gov/lib/10000/10500/10566/varnish.pdf
UR  - http://ntl.bts.gov/lib/16000/16900/16955/PB2000106404.pdf
UR  - https://trid.trb.org/view/713821
ER  - 

TY  - RPRT
AN  - 00795290
AU  - Fekete, E
AU  - Barr, Paul J.
AU  - Stanton, John F
AU  - Eberhard, Marc O
AU  - Janssen, D
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - HIGH PERFORMANCE CONCRETE IN WASHINGTON STATE SR 18/SR 516 OVERCROSSING: INTERIM REPORT ON MATERIALS TESTS
PY  - 2000/04
SP  - 74 p.
AB  - In the mid 1990s the Federal Highway Administration (FHWA) established a High Performance Concrete (HPC) program aimed at demonstrating the positive effects of utilizing HPC in bridges. Research on the benefits of using HPC for bridges has shown a number of benefits.  These include increased span capacities or wider girder spacings (and hence a fewer number of girders); increased concrete compressive and flexural capacities; and improved concrete durability.  However, in spite of all of these positive research results, relatively little has been done regarding the implementation of HPC in bridges in the United States.  The general goals of the FHWA program are:  to encourage the States to implement HPC in bridges; to develop appropriate mix designs and establish quality control procedures; to encourage the use of larger diameter [15 mm (0.6 in.)] prestressing strands in the girders; to evaluate the performance of the structure; and to provide for technology transfer through development of a workshop (showcase).  This report presents preliminary test results from the first year of the materials testing program of the HPC mix used in the prestressed precast concrete girders on a bridge in the state of Washington.  State Route 516 utilizes Washington State Department of Transportation 74G pretensioned I-girders with a 190 mm cast-in-place composite deck.  The girders were fabricated with 15 mm diameter prestressing strands at 50 mm spacing, and designed for a concrete compressive strength of 69 MPa at 56 days.  The material testing program includes determining compressive and tensile strengths, elastic modulus, long term creep, shrinkage, and thermal expansion properties of the HPC girder; and monitoring the compressive and tensile strengths and elastic modulus variation of the deck concrete. This is the second of a two part interim report.  The first report is titled, "High Performance Concrete in Washington State SR18/SR516 Overcrossing:  Interim Report on Girder Monitoring."
KW  - Benefits
KW  - Bridge decks
KW  - Bridges
KW  - Compressive strength
KW  - Creep
KW  - Girders
KW  - High performance concrete
KW  - Materials tests
KW  - Modulus of elasticity
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Shrinkage
KW  - Tensile strength
KW  - Thermal expansion
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/00071.pdf
UR  - http://ntl.bts.gov/lib/17000/17600/17678/PB2001102923.pdf
UR  - https://trid.trb.org/view/654121
ER  - 

TY  - RPRT
AN  - 00795289
AU  - Barr, Paul J.
AU  - Fekete, E
AU  - Eberhard, Marc O
AU  - Stanton, John F
AU  - Khaleghi, B
AU  - Hsieh, J C
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - HIGH PERFORMANCE CONCRETE IN WASHINGTON STATE SR 18/SR 516 OVERCROSSING: INTERIM REPORT ON GIRDER MONITORING
PY  - 2000/04
SP  - 137 p.
AB  - In the mid 1990s the Federal Highway Administration (FHWA) established a High Performance Concrete (HPC) program aimed at demonstrating the positive effects of utilizing HPC in bridges. Research on the benefits of using HPC for bridges has shown a number of benefits.  These include increased span capacities or wider girder spacings (and hence a fewer number of girders); increased concrete compressive and flexural capacities; and improved concrete durability.  However, in spite of all of these positive research results, relatively little has been done regarding the implementation of HPC in bridges in the United States.  The general goals of the FHWA program are:  to encourage the States to implement HPC in bridges; to develop appropriate mix designs and establish quality control procedures; to encourage the use of larger diameter [15 mm (0.6 in.)] prestressing strands in the girders; to evaluate the performance of the structure; and to provide for technology transfer through development of a workshop (showcase).  This report presents interim results of the effectiveness of using HPC in prestressed precast concrete girders on a bridge in the state of Washington.  State Route 516 utilizes Washington State Department of Transportation 74G pretensioned I-girders with a 190 mm cast-in-place composite deck.  The girders were fabricated with 15 mm diameter prestressing strands at 50 mm spacing, and designed for a concrete compressive strength of 69 MPa at 56 days.  This report documents fabrication of a test girder and the bridge girders; provides a description of the instrumentation program; presents the measured data including strain, camber, temperature time histories, and prestress losses; and evaluates the accuracy of the prestress loss equations in predicting observed prestress losses.  This is the first of a two part interim report.  The second report is titled, "High Performance Concrete in Washington State SR18/SR516 Overcrossing: Interim Report on Materials Tests."
KW  - Accuracy
KW  - Benefits
KW  - Bridges
KW  - Compressive strength
KW  - Curvature
KW  - Equations
KW  - Girders
KW  - High performance concrete
KW  - Instrumentation
KW  - Monitoring
KW  - Precast concrete
KW  - Prestress losses
KW  - Prestressed concrete
KW  - Strain (Mechanics)
KW  - Temperature
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/00070.pdf
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/477.1.pdf
UR  - http://ntl.bts.gov/lib/17000/17600/17679/PB2001102924.pdf
UR  - https://trid.trb.org/view/654120
ER  - 

TY  - RPRT
AN  - 00811000
AU  - Mohammad, L N
AU  - Titi, H H
AU  - Herath, A
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - INVESTIGATION OF THE APPLICABILITY OF INTRUSION TECHNOLOGY TO ESTIMATE THE RESILIENT MODULUS OF SUBGRADE SOIL
PY  - 2000/04
SP  - 106 p.
AB  - An innovative and simple approach is presented for estimation of the resilient modulus of subgrade soils utilizing the cone penetration test.  Field and laboratory testing programs were carried out at seven sites that comprise three common soil types in Louisiana.  Site characterization was conducted using cone penetration tests, in which continuous measurements of the cone tip resistance and sleeve friction are recorded.  Undisturbed and disturbed soil samples were also obtained from different depths at the investigated sites.  Laboratory tests were conducted on soil samples to determine the resilient modulus, strength parameters, physical properties, and compaction characteristics.  Results of both field and laboratory testing programs were analyzed and critically evaluated.  Statistical analyses were conducted on the cone soundings and showed that the results are repeatable at each test site within tolerable deviation.  Statistical models for predicting the resilient modulus were proposed based on the field and laboratory test results of two soil types and two cases of stresses:  in situ conditions and traffic loading.  These models correlate the resilient modulus to the cone penetration test parameters, basic soil properties, and in situ stress conditions of the soil.  The models for the cohesive soil were validated by predicting the resilient modulus of the other soils that were not used in the development of these models.  Predicted and measured values of the resilient modulus are in good agreement.  This research provided a preliminary validation of predicting the resilient modulus of subgrade soils utilizing the cone penetration test.
KW  - Cone penetrometers
KW  - Disturbed samples
KW  - Field tests
KW  - Laboratory tests
KW  - Louisiana
KW  - Mathematical models
KW  - Modulus of resilience
KW  - Repeatability
KW  - Soils
KW  - Statistical analysis
KW  - Subgrade (Pavements)
KW  - Undisturbed samples
KW  - Validation
UR  - http://www.ltrc.lsu.edu/pdf/Embedded-Final-Report-may%2002.pdf
UR  - http://ntl.bts.gov/lib/19000/19600/19691/PB2002109233.pdf
UR  - https://trid.trb.org/view/679653
ER  - 

TY  - RPRT
AN  - 00811142
AU  - Jorgenson, D
AU  - Sinha, K
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - THE DEVELOPMENT OF A SPEED MONITORING PROGRAM FOR INDIANA. SUPPLEMENTAL REPORT
PY  - 2000/04
SP  - 98 p.
AB  - From the passage of the National Maximum Speed Limit (NMSL) of 55 mph in 1974, through its repeal in 1995, speed monitoring programs have been mandated by the federal government.  The speed-monitoring program was primarily intended to provide reliable data to be included as a part of the State's annual certification in order to be approved for Federal Aid highway projects.  The repeal of the NMSL in 1995 not only authorized states to set their own speed limits, it also allowed states to develop their own speed monitoring programs.  The goal of this research is to provide the framework for a speed-monitoring program to meet the needs of agencies and organizations that use speed-monitoring data in the State of Indiana.  A proposed speed monitoring plan is developed which distributes speed monitoring stations to highway classes according to three primary criteria: spatial distribution, crash distribution, and distribution of daily vehicle miles traveled.  The proposed speed-monitoring program will utilize 38 existing speed, weigh-in-motion (WIM), and automated traffic recording (ATR) stations.   The stations will be monitored four times a year for a 24-hour period. Furthermore, the proposed program will monitor speeds based on vehicle length.  It is the recommendation of this research that Indiana phase in the proposed speed-monitoring plan developed in the present research, during the 1999 calendar year.  The implementation should include a visual inspection of all the WIM, ATR, and speed monitoring stations listed in Appendix A to ensure they are still capable of monitoring speeds by vehicle class and travel direction.  If any problems should arise with the existing stations, that station should be substituted for another station within that district and highway class.  This report is a supplemental report to the main report of the study, FHWA/IN/JTRP-99/14, which will be published in December 1999.
KW  - Certification
KW  - Indiana
KW  - Length
KW  - Monitoring
KW  - National Maximum Speed Limit
KW  - Recording
KW  - Spacing
KW  - Speed
KW  - States
KW  - Traffic
KW  - Traffic crashes
KW  - Traffic safety
KW  - Vehicle miles of travel
KW  - Vehicles
KW  - Weigh in motion
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1812&context=jtrp
UR  - https://trid.trb.org/view/679751
ER  - 

TY  - RPRT
AN  - 00806956
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - WORK ZONE OPERATIONS BEST PRACTICES GUIDEBOOK
PY  - 2000/04
SP  - 328 p.
AB  - This guidebook is the first release of a resource designed to give state and local transportation agencies, construction contractors, transportation planners, trainers, and others with interest in work zone operations access to information and points of contact about current best practices for achieving work zone mobility and safety.  As new best practices emerge and are documented, they will be appended to the guidebook and cross-referenced as appropriate.  The guidebook also includes three forms designed to make the guidebook more useful to current and future users.  These are 1) a registration form, 2) a best practices submission form, and 3) a best practices review and comment form.  The contents are organized as follows: Introduction; Useful Web Sites with Work Zone and Related Information; A Roadmap for the Guidebook; List of Best Practices; Best Practices Cross-References; Best Practices Descriptions; and Best Practices Topical Index.  These initial best practices are drawn from those observed during a work zone scanning tour of 26 states during 1998.  Each best practice is described in detail, including the location where it was observed and points of contact for further information.
KW  - Best practices
KW  - Guidelines
KW  - Mobility
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://ntl.bts.gov/lib/19000/19600/19653/PB2002108555.pdf
UR  - https://trid.trb.org/view/672897
ER  - 

TY  - RPRT
AN  - 00806899
AU  - Turner, P A
AU  - Georggi, N
AU  - McGovern, B
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - National Highway Traffic Safety Administration
AU  - Federal Highway Administration
TI  - FLORIDA ALCOHOL-RELATED MOTORCYCLE CRASH STUDY: EVALUATION OF ALCOHOL-RELATED MOTORCYCLE CRASHES & RECOMMENDED COUNTERMEASURES: 1993-1997
PY  - 2000/04
SP  - 119 p.
AB  - The first research objective was to obtain a better understanding of the characteristics of alcohol-related motorcycle crashes in Florida.  This objective was accomplished by collecting data over a five-year period (1993-1997) on alcohol-related motorcycle crashes and analyzing the data using statistical software.  The second research objective was to identify potential countermeasures that may be effective at reducing alcohol-related motorcycle crashes in Florida.  This objective was accomplished by conducting a national survey of motorcycle safety programs and assimilating information on countermeasures targeting the motorcycle-alcohol problem.  The report is organized in five chapters.  Chapter 1 provides an introduction.  Chapter 2 details the research methodology used to analyze alcohol-related motorcycle crashes and survey motorcycle safety programs nationally.  Chapter 3 summarizes the data analysis and presents the results in graphical and tabular format.  Chapter 4 discusses the results from the national survey.  The final chapter includes the research conclusions and recommendations.
KW  - Countermeasures
KW  - Data collection
KW  - Drunk driving
KW  - Florida
KW  - Motorcycle crashes
KW  - Motorcycle driving
KW  - Recommendations
KW  - Safety programs
KW  - Statistical analysis
KW  - Surveys
UR  - https://trid.trb.org/view/672841
ER  - 

TY  - RPRT
AN  - 00806849
AU  - Middleton, D
AU  - Parker, R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - INITIAL EVALUATION OF SELECTED DETECTORS TO REPLACE INDUCTIVE LOOPS ON FREEWAYS
PY  - 2000/04
SP  - 88 p.
AB  - Problems with installation and maintenance of inductive loop detectors, especially on freeways, have necessitated evaluation of alternative detection systems.  The approach used in this research relied on recent evaluations of non-intrusive detectors and knowledge of researchers to identify three detection systems that warranted further evaluation in Texas.  These were the VideoTrak (Registered trademark) 900 by Peek (video image processing), the non-invasive microloop by 3M (Trademark) (magnetic), and the SAS-1 by SmarTek (acoustic).  Testing of these detectors utilized the Texas Transportation Institute's (TTI's) freeway test bed for conducting full-scale field testing.  The parameters measured for accuracy were vehicle presence and speed, but installation cost and ease of setup and calibration were also considered.  The 3M microloop was the most consistent detector overall, and performed well both on a freeway as well as under a bridge.  The Peek VideoTrak system's presence and speed accuracy both declined to unacceptable levels during nighttime and during rain.  It was also the most difficult to set up and the most expensive.  The SAS-1 by SmarTek was the least expensive and demonstrated reasonable accuracy.  TTI recommends continued evaluation of the SAS-1 and the 3M microloops.
KW  - Accuracy
KW  - Acoustic detectors
KW  - Calibration
KW  - Costs
KW  - Detectors
KW  - Field tests
KW  - Freeways
KW  - Installation
KW  - Magnetic detectors
KW  - Performance evaluations
KW  - Speed
KW  - Traffic
KW  - Vehicle presence
KW  - Video imaging detectors
UR  - https://trid.trb.org/view/672791
ER  - 

TY  - RPRT
AN  - 00806365
AU  - Chaudhry, M Hanif
AU  - Imran, Jasim
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - MODELING OF FLOODS IN PIEDMONT STREAMS
PY  - 2000/04
SP  - 81 p.
AB  - In an effort to determine the applicability of steady models in unsteady flow situations, a detailed hydrologic and hydraulic study is conducted for a Piedmont stream using both steady and unsteady models.  Watershed of the creek is delineated from United States Geological Survey (USGS) 1:24000 topographic maps. Hydrographs are obtained by using a method developed locally by the South Carolina Department of Transportation and the USGS. Both steady and unsteady models are run under similar hydrologic, geometric and hydraulic conditions.  It is concluded that the unsteady model results match observed high water marks for a 100-year flood flow reasonably well but the model is sensitive to downstream water level.  The steady model is less sensitive to the downstream boundary condition but slightly overpredicts the observed water mark when applied with reasonable boundary conditions.  Recommendations regarding model selection and hydrologic analysis is presented.
KW  - Flood hydrographs
KW  - Floods
KW  - Hydraulics
KW  - Hydrology
KW  - Mathematical models
KW  - South Carolina
KW  - Steady flow
KW  - Streams
KW  - Unsteady flow
KW  - Watersheds
UR  - https://trid.trb.org/view/672640
ER  - 

TY  - RPRT
AN  - 00806334
AU  - Li, Zongzhi
AU  - Sinha, Kumares C
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A METHODOLOGY TO ESTIMATE LOAD AND NON-LOAD SHARES OF HIGHWAY PAVEMENT ROUTINE MAINTENANCE AND REHABILITATION EXPENDITURES
PY  - 2000/04
SP  - 174 p.
AB  - The present study focused on the estimation of load and non-load shares of pavement maintenance and rehabilitation expenditures. The information provides the basis for the allocation of pavement-related expenditures in a highway cost allocation study.  A comprehensive database was developed in the study, and an aggregate performance approach was used based on econometric models.  This approach utilizes the marginal effect of traffic loading to quantify the load and non-load shares of pavement routine maintenance and rehabilitation expenditures.  The study revealed that the share of pavement damage attributable to load and non-load factors depends on several factors such as the type of improvement (routine maintenance or rehabilitation), pavement type, and other variables.  For routine maintenance, the load and non-load shares were found to be 25-75 for flexible pavements, 36-64 and 60-40 for Jointed Concrete Pavements (JCP) and Continuously Reinforced Concrete (CRC) pavements, and 30-70 for composite pavements.  The load and non-load fractions of rehabilitation expenditures used to repair pavement damage were found to be 30-70 for flexible pavements, 80-20 for JCP, and 40-60 for composite pavements.  It is expected that the results of this study will facilitate the apportionment of pavement routine maintenance and rehabilitation expenditures in a fair and equitable manner.
KW  - Composite pavements
KW  - Cost allocation
KW  - Econometric models
KW  - Expenditures
KW  - Flexible pavements
KW  - Load/non-load share (Pavement damage)
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Rigid pavements
KW  - Traffic loads
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1477&context=jtrp
UR  - https://trid.trb.org/view/672611
ER  - 

TY  - RPRT
AN  - 00806464
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - WORK ZONE OPERATIONS: IMPROVING MOBILITY AND SAFETY ON BOTH SIDES OF THE BARREL
PY  - 2000/04
SP  - n.p.
AB  - This guidebook, presented on an interactive CD-ROM, is the first release of a resource designed to give state and local transportation agencies, construction contractors, transportation planners, trainers and others with interest in work zone operations access to information and points of contact about current best practices for achieving work zone mobility and safety.  This is a reference document and will be updated  as necessary when new best practices emerge.
KW  - Best practices
KW  - CD-ROM
KW  - Guidelines
KW  - Manuals
KW  - Work zone safety
KW  - Work zones
UR  - http://www.ops.fhwa.dot.gov/wz/practices/best/Documents/workzoneguidebook.pdf
UR  - https://trid.trb.org/view/673789
ER  - 

TY  - RPRT
AN  - 00800188
AU  - Krogmeier, J V
AU  - Shroff, N B
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - WIRELESS LOCAL AREA NETWORK FOR ITS COMMUNICATIONS USING THE 220 MHZ ITS SPECTRAL ALLOCATION
PY  - 2000/04
SP  - 22 p.
AB  - The objective of this project was to design a radio architecture using the Intelligent Transportation Systems (ITS) spectral allocations in the 220-222 MHz Land Mobile band which provides a multi-mode operation optimized for point-to-point, mobile, and multiple access communications.  A radio performance goal was to achieve greater than 3 bits/second/Hz transmission efficiency for mobile applications, and greater than a 5 bits/second/Hz transmission efficiency for point-to-point applications.  An additional important goal of this project was to explore potential ITS applications of the modem technology particularly as applied to an application in sensor telemetry concentration. The fixed point modem will be deployed for remote surveillance camera control as a part of the Borman Expressway Advanced Traffic Management System in northern Indiana.  In addition, a version of this communications architecture is being considered as a product for ITS applications by Welkin Systems of San Diego, California.
KW  - Advanced traffic management systems
KW  - Control
KW  - Data communications
KW  - Digital audio
KW  - Frequency allocation
KW  - Indiana
KW  - Intelligent transportation systems
KW  - Local area networks
KW  - Modems
KW  - Telemetry
KW  - Transmission efficiency
KW  - Video cameras
KW  - Wireless communication systems
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1699&context=jtrp
UR  - https://trid.trb.org/view/666368
ER  - 

TY  - RPRT
AN  - 00796963
AU  - CHANG, L-M
AU  - AbdelRazig, Y
AU  - Chen, P-H
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - OPTICAL IMAGING METHOD FOR BRIDGE PAINTING MAINTENANCE AND INSPECTION
PY  - 2000/04
SP  - 190 p.
AB  - The term "quality" is defined as the conformance to predetermined requirements or specifications.  These requirements may be set in terms of the end result required or as a detailed description of how work should be executed. Recently, there has been increasing interest in quality assurance in the construction industry.  Quality assurance includes design and planning, sampling, inspection, testing, and assessment to ensure that end products perform according to specifications.  This research proposes a new quality assessment model for highway steel bridges and more specifically for coating rust assessment.  The research proposes a hybrid model using image processing and neural networks for defect recognition and measurement.  The basic concept of the model is to acquire digital images of the areas to be assessed and analyze those images to recognize and measure defect patterns. Neural networks are incorporated into the model to learn from example and simulate human expertise to automate the process for future use.  The model is supplemented with a statistical quality assessment plan to use the model efficiently and obtain consistent and reliable results.  The statistical plan will determine the number and locations of assessment images to be taken.  Moreover, the plan will address the risks associated with the estimated assessment.  Finally, the plan will assist making the final acceptance/rejection decision based on the predefined criteria for acceptance and rejection.
KW  - Acceptance
KW  - Coatings
KW  - Defects
KW  - Highway bridges
KW  - Image processing
KW  - Inspection
KW  - Maintenance
KW  - Neural networks
KW  - Quality assurance
KW  - Rusting
KW  - Statistical quality control
KW  - Steel
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1630&context=jtrp
UR  - https://trid.trb.org/view/654696
ER  - 

TY  - RPRT
AN  - 00795435
AU  - BURDETTE, E G
AU  - Deatherage, J H
AU  - Goodpasture, D W
AU  - University of Tennessee, Knoxville
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - BEHAVIOR OF LATERALLY LOADED PILES SUPPORTING BRIDGE ABUTMENTS
PY  - 2000/04
SP  - 207 p.
AB  - This final report describes the work performed in research related to the behavior of laterally loaded piles supporting abutments in which the piles and abutment are built integrally. Pile-abutment systems were built and loaded laterally in a way that simulated the load induced in an integral abutment as a bridge is subjected to changes in temperature.  Two areas of particular interest were (1) the embedment zone of the pile in the concrete abutment and (2) the embedment zone of the pile in the soil.  Five pile-abutment systems were built and tested. All of the piles had strain gages applied at regular intervals for the first 20 ft of the 38-ft embedded depth, and the first four piles also had pressure sensors affixed to attempt to locate the point along the pile where the lateral pressure was zero.  The primary conclusion drawn from the tests was that the Tennessee Department of Transportation (TDOT) design approach for integral abutments is reasonable.  While some cracking did occur in the abutments at deflections of 1 in. and greater, the pile-abutment interface maintained its structural integrity for deflections as much as 2 in. and beyond.  Four of the test systems had 1-ft pile embedments consistent with TDOT practice. The fifth had a 2-ft embedment.  While there were no data suggesting a need for anything greater than a 1-ft embedment, the extra 1 ft of embedment depth did provide the capability of sustaining significantly larger lateral deflections without loss of structural integrity.
KW  - Bridge abutments
KW  - Deflection
KW  - Embedment zone
KW  - Integral abutments
KW  - Lateral loads
KW  - Piles (Supports)
KW  - Structural integrity
UR  - https://trid.trb.org/view/654193
ER  - 

TY  - RPRT
AN  - 00795421
AU  - Dailey, Donald J
AU  - Li, Li
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - VIDEO IMAGE PROCESSING TO CREATE A SPEED SENSOR
PY  - 2000/04
SP  - 51 p.
AB  - Image processing has been applied to traffic analysis in recent years with different goals.  In this report, a new approach is presented for extracting vehicular speed information, given a sequence of real-time traffic images.  The authors extract moving edges and process the resulting edge information to obtain quantitative geometric measurements of vehicles.  This differs from existing approaches because the authors use simple geometric relations obtained directly from the image instead of using reference objects to perform camera calibrations.  This method allows the recovery of the physical descriptions of traffic scenes without explicit camera calibration.  In this report, extensive experiments using images from active Transportation Management System (TMS) freeway cameras are reported.  The results presented in this report demonstrate the validity of the authors' approach, which requires neither direct camera control nor placement of a calibration object in the environment.  The authors further argue that it is straightforward to extend this method to other related traffic applications.
KW  - Image processing
KW  - Motor vehicles
KW  - Speed
KW  - Speed detectors
KW  - Television cameras
KW  - Video imaging detectors
UR  - http://www.wsdot.wa.gov/Research/Reports/400/465.1.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/465.1.pdf
UR  - https://trid.trb.org/view/654179
ER  - 

TY  - RPRT
AN  - 00795353
AU  - Federal Highway Administration
TI  - HIGHWAY TRAFFIC NOISE IN THE UNITED STATES: PROBLEM AND RESPONSE
PY  - 2000/04
SP  - 26 p.
AB  - This report provides information about the problem of highway traffic noise and the United States' response to that problem. The report summarizes 1) the general nature of the problem, 2) the response of the Federal Highway Administration to the problem, and 3) highway noise barriers constructed or planned. Before discussing these items, a general discussion of the Federal-aid highway program is presented.  An appendix contains 23 CFR Part 772 - Procedures for Abatement of Highway Traffic Noise and Construction Noise.  This report is an updated version of an earlier report (FHWA-PD-97-064) with the same title.
KW  - Federal aid highways
KW  - Noise barriers
KW  - Noise control
KW  - Traffic noise
KW  - United States
KW  - United States Code. Title 23
UR  - http://ntl.bts.gov/lib/9000/9200/9220/usprbrsp.pdf
UR  - https://trid.trb.org/view/654158
ER  - 

TY  - RPRT
AN  - 00795255
AU  - Prowell, B D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - DESIGN, CONSTRUCTION, AND EARLY PERFORMANCE OF HOT-MIX ASPHALT STABILIZER AND MODIFIER TEST SECTIONS
PY  - 2000/04
SP  - 28 p.
AB  - This study evaluated three modifiers and two types of fibers (stabilizers) commonly available in Virginia for hot-mix asphalt (HMA).  Ten test sections were built in 1995 on I-66 west of Manassas, Virginia.  The modified asphalts complied with the specifications for performance grade (PG) 76-22.  They were placed in both dense-graded Marshall and coarse-graded Superpave mixtures.  The fibers were placed only in the dense-graded Marshall mixtures.  During the design process, the dense-graded Marshall mixture complied with all of the Superpave requirements with the exception of the gradation, which passed through the restricted zone.  Samples from the sections were tested for asphalt content, gradation, and Superpave and Marshall volumetrics and then rut tested using the Georgia loaded-wheel tester and the asphalt pavement analyzer.  Field samples generally passed Marshall volumetrics and generally failed Superpave volumetrics.  Neither laboratory compaction method correlated with the ultimate field densities.  All of the sections are rut resistant and have performed well after 45 months of service in the field.
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Dense graded mixtures
KW  - Fibers
KW  - Hot mix asphalt
KW  - Marshall mix design
KW  - Modifiers
KW  - Performance based specifications
KW  - Rutting
KW  - Superpave
KW  - Test sections
KW  - Virginia
KW  - Volumetric analysis
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/Microsoft%20Word%20-%2000-IR2.pdf
UR  - https://trid.trb.org/view/654090
ER  - 

TY  - RPRT
AN  - 00795251
AU  - Clemena, G G
AU  - Jackson, D R
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - TRIAL APPLICATION OF ELECTROCHEMICAL CHLORIDE EXTRACTION ON CONCRETE BRIDGE COMPONENTS IN VIRGINIA
PY  - 2000/04
SP  - 40 p.
AB  - Electrochemical chloride extraction is a new technique for mitigating chloride-induced corrosion of the reinforcing bars in concrete bridges.  To demonstrate the feasibility of applying this technique on full-sized concrete bridge members and to identify needed improvements to the technology, the technique was tried on two concrete deck spans and three concrete piers in Virginia.  For the two deck spans, an anode system consisting of felt-sandwiched catalyzed titanium mesh kept wet by an electrolyte was used.  An electrical charge of 741 to 1077 A-hr/sq m was applied between the anode and the steel bar for 57 or 58 days.  Approximately 72 to 82% of the chloride ions was removed from the concrete at the depth of the first mat of steel bars.  For the three piers, an anode system consisting of wet cellulose fibers and steel or titanium mesh was used.  An electrical charge of 249 to 382 A-hr/sq m was applied between the anode and the steel bars for 72 to 77 days.  The system for the piers appeared to be relatively less effective than that for the deck spans, removing approximately 13 to 53% of the chloride ions from the concrete near the steel bars.  In addition, more problems were encountered with this treatment system.  No damage to the concrete attributable to the treatment was observed with either system, and it is likely that shorter treatment times would have sufficed.  Based on potential surveys, the bars in the concrete piers were still passive at 4 years after treatment.  To facilitate the comparison between electrochemical chloride extraction and other corrosion control options, such as impressed-current and galvanic cathodic protection, preliminary information on the costs and projected service lives of all options is provided.
KW  - Anodes
KW  - Bridge decks
KW  - Bridge piers
KW  - Cathodic protection
KW  - Comparative analysis
KW  - Corrosion protection
KW  - Costs
KW  - Electrochemical chloride extraction
KW  - Reinforced concrete bridges
KW  - Service life
KW  - Titanium mesh anodes
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r18.pdf
UR  - http://ntl.bts.gov/lib/37000/37000/37054/00-R18.pdf
UR  - https://trid.trb.org/view/654086
ER  - 

TY  - RPRT
AN  - 00795250
AU  - Garber, N J
AU  - Ehrhart, A A
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - THE EFFECT OF SPEED, FLOW, AND GEOMETRIC CHARACTERISTICS ON CRASH RATES FOR DIFFERENT TYPES OF VIRGINIA HIGHWAYS
PY  - 2000/04
SP  - 33 p.
AB  - Although considerable progress has been made over the past several years in making highway travel safer, the frequency and severity of speed-related crashes on the nation's highways continue to be of concern.  Understanding the factors associated with these crashes enables engineers to identify and implement effective countermeasures to reduce the probability of crashes. A number of studies have been conducted to determine the variation of crash rates as they relate to hourly traffic volumes, geometric characteristics, average speed, and speed variance.  However, these studies have not established mathematical relationships that can be used to estimate changes in the crash characteristics as a result of the combined changes in speed, flow, and geometric characteristics.  The establishment of direct mathematical models that describe the influence of these factors on crash characteristics would significantly enhance the efforts of traffic engineers to determine suitable countermeasures to reduce the occurrence and severity of crashes.  This project develops mathematical relationships that describe the combined influence that traffic and geometric characteristics have on crash occurrences.  This study was limited to roadways in the state of Virginia with speed limits of 89 or 105 km/h (55 or 65 mph).  The data were obtained from speed monitoring stations established by the Virginia Department of Transportation (VDOT) and from police accident reports from January 1993 to September 1995.  Using the variables of mean speed, standard deviation of speed, flow per lane, lane width, and shoulder width to predict crash rates, different types of deterministic models, such as multiple linear regression, robust regression, and multivariate ratio of polynomials were fitted to the data.  The multivariate ratio of polynomials was found to be the only mathematical model type that was successful in describing any relationship between the combined effects of changes in the speed, flow, and geometric characteristics of the road on crash rates.  Based on this study, all of the models show that under most traffic conditions, the crash rate tends to increase as the standard deviation of speed increases.  The effect of the flow per lane and mean speed on the crash rate varied with respect to the type of highway.
KW  - 55 mph speed limit
KW  - 65 mph speed limit
KW  - Crash rates
KW  - Geometric design
KW  - Highways
KW  - Mathematical models
KW  - Multiple regression analysis
KW  - Multivariate ratio of polynomials
KW  - Robust regression
KW  - Traffic flow
KW  - Traffic speed
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r15.pdf
UR  - http://ntl.bts.gov/lib/16000/16800/16823/PB2000105201.pdf
UR  - http://ntl.bts.gov/lib/37000/37000/37057/00-R15.pdf
UR  - https://trid.trb.org/view/654085
ER  - 

TY  - RPRT
AN  - 00795227
AU  - Liang, R Y
AU  - Chyi, L L
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - POLISHING AND FRICTION CHARACTERISTICS OF AGGREGATES PRODUCED IN OHIO
PY  - 2000/04
SP  - 270 p.
AB  - A research project has been carried out to investigate the specific causes of rapid polishing behavior of aggregates produced in Ohio and to develop practical testing procedures for evaluating the ability of aggregates to provide adequate skid resistance over the intended service time periods.  The properties investigated include the polish number of each aggregate, the petrographic and mineralogical properties, the acid insoluble residue (AIR), chemical analysis and the soundness properties.  Aggregates collected from 20 different quarries and those extracted from cores taken from two pavement sections were subjected to accelerated polishing using the British Wheel and the friction values recorded using the British pendulum.  A detailed petrographic analysis was performed by observing the thin sections under an image analyzer.  Also the loss of polish number in pure minerals was studied for correlating with the petrographic analysis.  The results of the soundness tests and the laboratory chemical analysis were obtained from the Ohio Department of Transportation (ODOT) laboratories.  The results of this research showed that polish number is significantly affected by the insoluble residue content and the percent carbonate content.  A high polish number is observed in aggregates having 60% to 70% dolomite and 20% to 30% calcite.  Physical occurrences, like the crystallinity and the cementing properties of minerals also play a dominant role on the polish number.  The research demonstrated that polishing tests accompanied by petrographic analysis on the aggregates could be a successful way in testing aggregate samples for their polishing properties.  Data from mineralogical and AIR tests are vital in deciding the minerals that dominate the polishing properties of aggregates.  A practical and screening procedure has been devised for the selection of polish resisting aggregates.  The additional screening methods include accelerated polishing test, chemical analysis, AIR test, and more detailed petrographical analysis via an image analyzer. Selection criteria were given for adoption by the ODOT.
KW  - Accelerated tests
KW  - Acid insoluble residue
KW  - Aggregate tests
KW  - Calcites
KW  - Carbonate content
KW  - Chemical analysis
KW  - Dolomite
KW  - Friction
KW  - Mineral aggregates
KW  - Mineralogy
KW  - Ohio
KW  - Petrography
KW  - Polishing (Aggregates)
KW  - Skid resistance
KW  - Soundness test
KW  - Test procedures
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A44464394
UR  - https://trid.trb.org/view/654072
ER  - 

TY  - SER
AN  - 00793240
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - MAGNETIC-BASED NDE OF PRESTRESSED AND POST-TENSIONED CONCRETE MEMBERS - THE MFL SYSTEM
PY  - 2000/04
SP  - 4 p.
AB  - This technical summary presents the key findings of a Federal Highway Administration (FHWA) study that is fully documented in a separate report of the same title (FHWA-RD-00-026).  In October 1995, FHWA initiated a study on "Magnetic-Based System for NDE of Prestressing Steel in Pre-Tensioned and Post-Tensioned Concrete Bridges."  The objectives of the study were to design, fabricate, and demonstrate a nondestructive evaluation (NDE) system based on an application of the principle of magnetic flux leakage (MFL) to detect corrosion and fracture of prestressing steel in prestressed and post-tensioned concrete bridge members.  The system was to be developed based on a modular concept allowing application to bridge members with differing geometrical configurations.  Efficiency of field operation was sought for both the system's overall operation and its installation on and removal from various bridge components. The primary aim of the study was to use and extend the available knowledge and capability obtained through past studies and developments in the related area.  The initial focus of the study was a review of the available literature to evaluate the capabilities and shortcomings of past magnetic-based methodology and equipment.  Primary emphasis was to be placed on the reliability and field-worthiness of the system to be developed.
KW  - Bridge members
KW  - Concrete bridges
KW  - Corrosion
KW  - Cracking
KW  - Magnetic flux
KW  - Nondestructive tests
KW  - Performance
KW  - Posttensioning
KW  - Prestressing
KW  - Reliability
KW  - Steel
KW  - Testing equipment
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/0027.pdf
UR  - http://ntl.bts.gov/lib/8000/8300/8343/00-27.pdf
UR  - https://trid.trb.org/view/655567
ER  - 

TY  - JOUR
AN  - 00793241
JO  - Research Update
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - ERGOTMC, A NEW TOOL FOR HUMAN-CENTERED TMC DESIGN
PY  - 2000/04
SP  - 2 p.
AB  - The Federal Highway Administration (FHWA) has recently made available a new tool to assist Transportation Management Center (TMC) managers and designers in incorporating human-centered design principles into their TMCs.  ErgoTMC, a web site tailored to support human-centered TMC design, is now on line at http://ergotmc.gtri.gatech.edu.  Developed for FHWA by the Georgia Tech Research Institute (GTRI), ErgoTMC is a repository of human factors guidance tailored to the design of TMCs.  This research update briefly comments on the need for ErgoTMC, the ErgoTMC development process, and the contents of ErgoTMC.
KW  - Design
KW  - Ergonomics
KW  - Human factors
KW  - Traffic control centers
KW  - Traffic control centers
KW  - Websites (Information retrieval)
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/00089.cfm
UR  - https://trid.trb.org/view/655568
ER  - 

TY  - JOUR
AN  - 00793244
JO  - Research Update
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - IN-VEHICLE INFORMATION SYSTEMS DEMAND MODEL
PY  - 2000/04
SP  - 4 p.
AB  - The goal of in-vehicle information system (IVIS) technologies is to increase the mobility, improve the efficiency, and increase the safety and/or convenience of the motoring public.  To achieve this goal, IVISs must be designed to include good human factors principles that consider the capabilities and limitations of the operators of these systems.  The Federal Highway Administration initiated a research project with two main objectives:  to provide designers of IVIS technologies with a set of tools and criteria that could be used in evaluating the attentional resources required by IVIS designs, and to provide highway planners and engineers with tools and criteria to evaluate proposed IVIS requirements.  An IVIS design support software program was developed that allows evaluation of IVIS designs on the basis of the attention demand required of the driver.  This program is called the IVIS Design Evaluation and Model of Attentional Demand (DEMAnD) software program.  This program can be installed and run in a Windows operating environment.  This research update addresses the following questions related to IVIS DEMAnD:  What does the IVIS DEMAnD program do?  How does the IVIS DEMAnD program work? and How was the IVIS DEMAnD program developed?
KW  - Advanced driver information systems
KW  - Attention
KW  - Design
KW  - Evaluation and assessment
KW  - Guidelines
KW  - Human factors
KW  - Instrument panels
KW  - Intelligent transportation systems
KW  - Software
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/00092.cfm
UR  - https://trid.trb.org/view/655571
ER  - 

TY  - JOUR
AN  - 00793242
JO  - Research Update
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - DESIGNING EFFECTIVE IN-VEHICLE ICONS
PY  - 2000/04
SP  - 4 p.
AB  - This research update provides general human factors design information relevant to the early phases of in-vehicle icon development and design.  It reflects a subset of the results to date of a Federal Highway Administration project to develop a set of clear, concise, and user-centered human factors design guidelines for in-vehicle icons.  An important element of this project is the involvement of a project working group, comprised of over 20 representatives from the icon design, in-vehicle information systems, and human factors communities.  The design guidelines associated with three general aspects of icon design are summarized, reflecting key design questions such as:  (1) when should icons be used, (2) what kinds of icons are there, and (3) what are the key components of an icon?
KW  - Advanced driver information systems
KW  - Design
KW  - Guidelines
KW  - Human factors
KW  - In-vehicle icons
KW  - Instrument panels
KW  - Intelligent transportation systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/00090.cfm
UR  - https://trid.trb.org/view/655569
ER  - 

TY  - JOUR
AN  - 00793243
JO  - Research Update
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - IMPROVING DRIVER RECOGNITION OF IN-VEHICLE ICONS
PY  - 2000/04
SP  - 4 p.
AB  - This research update provides general human factors design information relevant to the early phases of in-vehicle icon development and design.  It reflects a subset of the results to date of a Federal Highway Administration project to develop a set of clear, concise, and user-centered human factors design guidelines for in-vehicle icons.  An important element of this project is the involvement of a project working group, consisting of more than 20 representatives from the icon design, intelligent transportation systems, and human factors communities.  Design guidelines associated with three areas that influence recognition of icons are summarized, reflecting key design questions such as:  (1) What basic principles of perception can be used to increase icon recognition?  (2) What is the appropriate level of detail for in-vehicle icons? and (3) What is the appropriate level of realism for in-vehicle icons?
KW  - Advanced driver information systems
KW  - Design
KW  - Guidelines
KW  - Human factors
KW  - In-vehicle icons
KW  - Instrument panels
KW  - Intelligent transportation systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/00091.cfm
UR  - https://trid.trb.org/view/655570
ER  - 

TY  - RPRT
AN  - 00792408
AU  - Federal Highway Administration
TI  - FEDERAL TASK FORCE ON THE BOSTON CENTRAL ARTERY TUNNEL PROJECT. REVIEW OF PROJECT OVERSIGHT AND COSTS
PY  - 2000/03/31
SP  - 52 p.
AB  - The Central/Artery Tunnel (CA/T) Project in Boston, Massachusetts, is the largest federally funded public works project in recent history, involving the reconstruction of Interstate 93 (I-93--the Central Artery) and the extension of I-90 (the Ted Williams Tunnel).  The I-93 reconstruction includes a new eight-lane highway beneath the existing elevated Central Artery through downtown Boston.  The I-90 extension involves placement of a four-lane immersed tube tunnel beneath Boston Harbor.  The cost to complete the CA/T Project has increased tremendously from the initial estimate of $2.3 billion in 1984. It is not the purpose of this report to explore why the costs increased over the years.  However, prior to February 1, 2000, the total CA/T Project cost was reported to be $10.8 billion.  A task force estimated that a realistic cost estimate for the CA/T Project is now $13.4-13.6 billion.  In response to the Massachusetts Turnpike Authority's announcement on February 1, 2000, and the report of the U.S. Department of Transportation's Office of Inspector General critical of CA/T Project financing, U.S. Secretary of Transportation Rodney E. Slater, on February 17, 2000, endorsed a six-part action plan presented by Federal Highway Administrator Kenneth R. Wykle.  The plan included establishing a task force to conduct a complete review of the Federal Highway Administration's (FHWA) oversight process.  This report presents the work of the task force.  As a result of the task force's observations, research, and analysis, 34 recommendations are offered.  The recommendations can be summarized by saying that FHWA must move beyond the failed partnership approach, which the state betrayed by its actions, to achieve independent and critical oversight of the CA/T Project.
KW  - Boston (Massachusetts)
KW  - Central Artery/Tunnel Project
KW  - Cost control
KW  - Cost overruns
KW  - Costs
KW  - Federal government
KW  - Financing
KW  - Government funding
KW  - Interstate highways
KW  - Massachusetts Turnpike Authority
KW  - Overruns
KW  - Oversight
KW  - Partnerships
KW  - Project management
KW  - Public private partnerships
KW  - Public works
KW  - Reconstruction
KW  - State government
KW  - Tunnels
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/reports/REPORT3A.pdf
UR  - http://ntl.bts.gov/lib/8000/8300/8364/REPORT3A.pdf
UR  - https://trid.trb.org/view/648824
ER  - 

TY  - ABST
AN  - 01459302
TI  - Test of Prestressed Concrete Beam Repaired with Carbon Fiber Fabrics
AB  - The project will remove three beams from the Ala Moana Shopping Center in Honolulu to perform tests at the University of Hawaii.  One beam was previously repaired using Carbon Fiber Reinforced Polymers (CFRP).  The other two identical un-repaired beams will act as control specimens.  Comparisons will be made between the control beams and the repaired beam as well as with anticipated performance based on the design calculations.
KW  - Beams
KW  - Carbon fibers
KW  - Concrete
KW  - Control systems
KW  - Fabrics
KW  - Fiber reinforced materials
KW  - Fibers
KW  - Honolulu (Hawaii)
KW  - Polymers
KW  - Prestressed concrete
KW  - Research projects
UR  - https://trid.trb.org/view/1227514
ER  - 

TY  - ABST
AN  - 01549327
TI  - Improved Transportation Research-In-Progress Data System
AB  - The objective of this project is to develop a new transportation research-in-progress data system that facilitates management of the data by state departments of transportation (DOTs).  The secondary objective is to develop a web site to support the Federal Highway Administration's (FHWA's) re-engineered transportation pooled fund research objective process.
KW  - Data collection
KW  - Data communications
KW  - Data processing operations
KW  - Databases
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Research reports
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=582
UR  - https://trid.trb.org/view/1339643
ER  - 

TY  - ABST
AN  - 01462922
TI  - Guidance for Implementation of the AASHTO Strategic Highway Safety Plan
AB  - In 1998, AASHTO approved the Strategic Highway Safety Plan that was developed by the AASHTO Standing Committee for Highway Traffic Safety with the assistance of the Federal Highway Administration, the National Highway Traffic Safety Administration, and the Transportation Research Board Committee on Transportation Safety Management. The plan includes strategies in 22 key emphasis areas that affect highway safety. The goal is to reduce the annual number of highway deaths by at least 5,000 by 2004. Each of the 22 emphasis areas includes strategies and an outline of what is needed to implement each strategy. To reduce the number of fatalities, agencies must continue the effective measures that they are using and implement new strategies. This research will develop guidance to assist state and local highway agencies with implementing strategies to reduce fatalities by 10 to 15 percent each in a number of emphasis areas. The objective of this research is to develop and validate guidance documents to assist state and local agencies with reducing fatalities in targeted areas. This project will focus on the following areas: Phase I - aggressive driving, head-on and run-off-the-road crashes on two-lane roads, drivers with suspended and revoked licenses, hazardous trees, and unsignalized intersections; Phase II - signalized intersections, older drivers, unbelted drivers and occupants, pedestrians, horizontal curves, utility poles, and heavy trucks; Phase III - distracted/fatigued drivers, work zone crashes, motorcycle crashes, rural emergency management services, and alcohol related crashes; Phase IV - head-on crashes on freeways, crashes involving bicyclists, crashes involving younger drivers, speed, and safety data and analysis.
KW  - Driver improvement programs
KW  - Driver licenses
KW  - Fatalities
KW  - Guidelines
KW  - Highway safety
KW  - Implementation
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Strategic planning
KW  - Young adults
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=435
UR  - https://trid.trb.org/view/1231147
ER  - 

TY  - RPRT
AN  - 00793246
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  - GUARDRAIL AND GUARDRAIL TERMINALS INSTALLED OVER CURBS
PY  - 2000/03/21
SP  - 69 p.
AB  - A barrier system was developed for installation where W-beam is placed over curbs.  The guardrail design was constructed with a 2.66-mm (12-gauge) thick W-beam rail totaling 53.34 m in length. The W-beam rail was supported by twenty-five W150 x 13.5 steel posts, each measuring 1,830 mm long, and four standard BCT posts, each measuring 1,080 mm long.  Post spacings were 1,905 mm on center.  The concrete curb was a type "G" curb that measured 203 mm wide x 102 mm high x 19.05 m long.  The research study included full-scale vehicle crash testing and live-driver curb testing, using a 2000-kg pickup truck.  The full-scale test, impacting at a speed of 103.2 km/hr and an angle of 24.5 deg, was unsuccessful because the barrier system failed at the splice at post no. 12.  The three live-driver curb tests, impacting at a speed of either 64 km/hr or 100 km/hr and an angle of 25 deg, helped to determine the curb, tire, and suspension interaction to use in future simulation work.  The safety performance of the long-span barrier system was determined to be unacceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features."
KW  - Breakaway cable terminals
KW  - Curbs
KW  - Design
KW  - Guardrail terminals
KW  - Guardrails
KW  - Impact angle
KW  - Impact tests
KW  - National Cooperative Highway Research Program
KW  - NCHRP Report 350
KW  - Pickup trucks
KW  - Posts
KW  - Spacing
KW  - Speed
KW  - W beams
UR  - https://trid.trb.org/view/653446
ER  - 

TY  - RPRT
AN  - 00793247
AU  - Polivka, K A
AU  - Faller, R K
AU  - Reid, J D
AU  - Sicking, D L
AU  - Rohde, J R
AU  - Keller, E A
AU  - Holloway, J C
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF AN APPROACH GUARDRAIL TRANSITION ATTACHED TO A THRIE BEAM AND CHANNEL BRIDGE RAILING
PY  - 2000/03/21
SP  - 178 p.
AB  - An approach guardrail transition was developed for use with Missouri's thrie beam and channel bridge railing system.  Two 2000-kg pickup truck crash tests were performed unsuccessfully on two previous designs according to the requirements specified in NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features."  In both instances, the pickup truck rolled over upon redirection.  For these two prior designs, a rubrail was used below the thrie beam guardrail in the transition region to prevent wheel snagging on the first bridge post; since then, the bridge railing system did not incorporate post blockouts.  The inclusion of the rubrail in the design was believed to have greatly influenced the angular motions of the vehicles during both impacts.  Upon reviewing the crash test results, it was deemed necessary to modify the bridge railing system to incorporate spacers in order to position the thrie beam away from the face of the bridge posts.  This change would allow the rubrail to be completely removed as the potential for wheel snagging would be essentially eliminated. After Missouri approved the use of spacer blocks, it became apparent that an existing NCHRP 350 TL-4 transition design could be modified slightly and easily adapted for use with Missouri's bridge railing system.  The TL-4 transition design was initially developed for the Forest Products Laboratory of the U.S. Forest Service.  A modified transition detail was prepared for use with Missouri's bridge railing system, and a request was sent to the Federal Highway Administration (FHWA) seeking approval of this new design without additional crash testing.  Subsequently, the transition system was approved for use by FHWA as a TL-3 transition system contingent upon the inclusion of spacer blocks in the bridge railing system.
KW  - Bridge railings
KW  - Design
KW  - Guardrail transition sections
KW  - Guardrails
KW  - Impact tests
KW  - National Cooperative Highway Research Program
KW  - NCHRP Report 350
KW  - Pickup trucks
KW  - Rollover crashes
KW  - Rubrails
KW  - Spacer blocks
KW  - Thrie beams
UR  - https://trid.trb.org/view/653447
ER  - 

TY  - ABST
AN  - 01464643
TI  - Validation of Performance-Related Tests of Aggregates for Use in Hot-Mix Asphalt Pavements
AB  - The project evaluated previously recommended aggregate tests related to hot-mix asphalt (HMA) performance and, based on the results of laboratory tests and accelerated tests of full-scale pavement sections, developed recommendations for a set of eight performance-based aggregate tests and provided guidance on using these tests for evaluating and selecting aggregates for use in specific mixture applications. The properties of coarse and fine aggregates used in HMA mixtures significantly affect the performance of the highway pavements in which they are used. Despite their obvious importance, little consideration is usually given to the testing of aggregates. Many currently used aggregate tests are empirical--they were developed without establishing a direct relation to pavement performance. Furthermore, some of the most commonly used test methods are not easy to perform and do not yield reproducible results; compliance with these tests does not consistently result in acceptable performance. Thus research was needed to recommend precise tests that measure key aggregate properties related to pavement performance. The research previously performed under NCHRP Project 4-19, reported in <em>NCHRP Report 405: Aggregate Tests Related to Asphalt Concrete Performance in Pavements</em>, identified a set of nine aggregate tests that relate to the performance of HMA mixtures used in pavement construction and thus can be used as predictors of pavement performance. However, these tests were identified based on a study of literature and laboratory tests There was a need to assess the validity of these tests by in-service performance tests or accelerated pavement tests. Research included a review of information relevant to the testing and evaluation of aggregates used in HMA pavements; characterization of a wide variety of aggregate types and selection of five coarse and six fine aggregates representing a range of properties for use in the research; conduct of accelerated fatigue and rutting tests of full-scale pavement sections constructed with HMA mixtures containing aggregates of different types and properties to correlate performance with the aggregate properties measured in the laboratory using the test methods identified in NCHRP Report 405; and analysis of test results to evaluate the effect of specific aggregate properties on performance, determine sensitivity of these aggregate properties to traffic level, and evaluate the validity of the previously identified tests; and recommendation of a set of tests for evaluating aggregates used in HMA pavements and proposed acceptance criteria for different levels of traffic. The recommended set of eight aggregate tests deals with particle shape, angularity, surface texture, durability, and soundness of the aggregates and with the characteristics of the fines in aggregates.
KW  - Asphalt concrete
KW  - Asphalt concrete pavements
KW  - Asphalt pavements
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement performance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=847
UR  - https://trid.trb.org/view/1232875
ER  - 

TY  - ABST
AN  - 01459596
TI  - Validation of Performance-Related Test of Aggregates for Use in Hot-Mix Asphalt Pavements
AB  - The objective of the research is to evaluate, by accelerated load tests and/or in-service pavement studies or other appropriate means, the validity of the aggregate tests identified in NCHRP 4-19 as predictors of field performance of hot-mix asphalt concrete pavements.
KW  - Aggregates
KW  - Asphalt pavements
KW  - Concrete pavements
KW  - Field studies
KW  - Hot mix asphalt
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Validation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=847
UR  - https://trid.trb.org/view/1227810
ER  - 

TY  - ABST
AN  - 01461044
TI  - Controlled Low-Strength Material for Backfill, Utility Bedding, Void Fill, and Bridge Approaches
AB  - The objectives of the research are to:  (1) define the properties of CLSM necessary for its use as utility and manhole bedding and backfill, wall backfill, void filling, and bridges approaches; (2) for these applications, define test methods and develop criteria for the necessary properties of CLSM, including its corrosion potential and possible environmental impact; (3) define the relationships between the properties of CLSM and its constituents; (4) define field methods to monitor in-place properties of CLSM for construction acceptance; and (5) prepare design criteria and construction guidelines for CLSM to take advantage of its properties for backfill, utility bedding, void fill, and bridge approaches.
KW  - Backfill soils
KW  - Bedding
KW  - Bridge approaches
KW  - Fillers (Materials)
KW  - Materials
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Trench backfill
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=708
UR  - https://trid.trb.org/view/1229262
ER  - 

TY  - ABST
AN  - 01459582
TI  - Structural Safety Evaluation Guidelines for Suspension Bridge Parallel-Wire Cables
AB  - The objective of this research is to develop a manual of recommended practice for inspection and evaluation of suspension bridge parallel- wire cables.
KW  - Bridges
KW  - Cables
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Safety
KW  - Structures
KW  - Suspension bridges
KW  - Suspension cables
KW  - Wire
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=275
UR  - https://trid.trb.org/view/1227796
ER  - 

TY  - ABST
AN  - 01547933
TI  - Standardized Procedures for Personal Travel Surveys
AB  - Transportation surveys are the most typical way to obtain personal travel behavior information used by the transportation community. These surveys serve two primary roles within the transportation planning process: First, they describe travel trends to support understanding of demands on the transportation system and to identify areas in which problems can be expected. Second, they provide information for travel forecasting and other models that are used to identify potential long-term problems and to test the efficacy of proposed solutions. Although transportation planners have employed personal travel surveys for over 40 years, there are no standards for determining what constitutes an acceptable level of quality or reliability in the conduct and evaluation of these surveys. Thus, the quality and design of the surveys may vary widely. Currently, there are no consistent, objective standards applied throughout the transportation community to survey data and to the conduct, analysis, and application of surveys. Some degree of standardization can improve the consistency of transportation-planning data, the accuracy of models, and the quality of transportation decisions. The proceedings of two recent Transportation Research Board (TRB) conferences (the 1995 conference, "Household Travel Surveys: New Concepts and Research Needs," and the 1997 conference, "Information Needs to Support State and Local Transportation Decision Making into the 21st Century") and National Cooperative Highway Research Program (NCHRP) Synthesis 236: "Methods for Household Travel Surveys," have emphasized the need for improved standardization in survey data collection. Declining response rates and potential sample biases are major issues. Resources are being wasted because standards are lacking in both survey methods and assessment procedures. Additionally, comparisons of travel from one metropolitan area to another are often difficult to accomplish because of the differences in survey methods. The results of this research will be useful to transportation practitioners in state Departments of Transportation (DOTs) and in Metropolitan Planning Organizations (MPOs) for preparing statistically sound data collection and management programs. The objective of this project is to develop standardized procedures for improving the conduct, evaluation, and reliability of personal travel surveys. The project will identify and prioritize those survey procedures (e.g., selecting samples, reporting results, and editing data) within the personal travel survey process that lend themselves to standardization. It will define assessment measures (e.g., standard errors, confidence intervals, response rates, and response bias) for those procedures and identify costs and tradeoffs to improve the reliability of survey results. Finally, the project will test and evaluate proposed procedures and their relative effectiveness.
KW  - Data collection
KW  - Information systems
KW  - Standardization
KW  - Traffic forecasting
KW  - Travel behavior
KW  - Travel surveys
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=911
UR  - https://trid.trb.org/view/1335581
ER  - 

TY  - ABST
AN  - 01459593
TI  - Accelerated Pavement Testing: Data Guidelines
AB  - The objectives of this research are to (1) identify and develop definitions of the data elements associated with APT and (2) recommend guidelines for their collection, storage, and retrieval.
KW  - Accelerated tests
KW  - Data collection
KW  - Data storage
KW  - Databases
KW  - National Cooperative Highway Research Program
KW  - Pavement design
KW  - Research projects
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=274
UR  - https://trid.trb.org/view/1227807
ER  - 

TY  - RPRT
AN  - 00796945
AU  - HANKEY, J M
AU  - Dingus, T A
AU  - Hanowski, R J
AU  - Wierwille, W W
AU  - ANDREWS, C
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - IN-VEHICLE INFORMATION SYSTEMS BEHAVIORAL MODEL AND DESIGN SUPPORT: IVIS DEMAND PROTOTYPE SOFTWARE USER'S MANUAL
PY  - 2000/03/06
SP  - 85 p.
AB  - The purpose of this research was to develop a behavioral model and prototype computer program for evaluation of modern in-vehicle information systems (IVIS).  These systems differ from earlier in-vehicle instruments and displays in that they may require higher visual and cognitive loads and may also take greater advantage of voice commands and auditory presentation of information.  The model developed for evaluation was composed of five driver attention demand components:  visual, auditory, supplemental information processing, manual, and speech.  The fundamental idea was to develop a new computer program that would assess the resources required of the driver when performing in-vehicle tasks using these complex systems.  This document is a short user manual describing the primary functions of the IVIS DEMAnD (Design Evaluation and Model of Attentional Demand) prototype software.
KW  - Advanced driver information systems
KW  - Attention
KW  - Behavior
KW  - Computer models
KW  - Computer program documentation
KW  - Drivers
KW  - Human factors
KW  - Intelligent transportation systems
KW  - Prototypes
KW  - Software
KW  - Task analysis
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/00136.cfm
UR  - http://ntl.bts.gov/lib/17000/17600/17683/PB2001102928.pdf
UR  - https://trid.trb.org/view/654683
ER  - 

TY  - ABST
AN  - 01459650
TI  - Enhanced Night Visibility
AB  - About half of all fatalities, including pedestrians, occur at night even though only 25 percent of the travel is at night. The use of and UV-A and fluorescent materials offers a significant potential in reducing both pedestrian and motor vehicle accidents. The application of this technology impacts the highway infrastructure, and also motor vehicle and headlamp manufcaturers.  Successful implementation will require highway agencies and manufacturers to work together to examine and solve technical problems and issues before implementation can be expected.  The issues include; health and environmental questions, DOT installations and maintenance costs, and feasibility of increased efficiency in designing and manufacturing UV-A headlamps.
KW  - Crashes
KW  - Fluorescence
KW  - Fluorescence
KW  - Headlamps
KW  - Motor vehicles
KW  - Night visibility
KW  - Pedestrian-vehicle crashes
KW  - Research projects
KW  - Ultraviolet light
UR  - https://trid.trb.org/view/1227865
ER  - 

TY  - JOUR
AN  - 01395346
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Koklanaris, M
TI  - A safe place to rest [rest areas for truck drivers]
PY  - 2000/03
VL  - 63
IS  - 5
SP  - 15-8
KW  - Drivers
KW  - Driving hours
KW  - Driving hours
KW  - Fatigue (Physiological condition)
KW  - Heavy vehicle driver
KW  - Heavy vehicles
KW  - Highway safety
KW  - Human fatigue
KW  - Parking facilities
KW  - Parking place
KW  - Road safety
KW  - Roadside rest areas
KW  - Service area
KW  - Truck
KW  - Trucks
UR  - https://trid.trb.org/view/1163108
ER  - 

TY  - RPRT
AN  - 01363771
AU  - Kuemmel, David A
AU  - Jaeckel, John R
AU  - Satanovsky, Alex
AU  - Marquette University
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Investigative Study of the Italgrip System: Noise Analysis
PY  - 2000/03//Final Report
SP  - 20p
AB  - The purpose of this study was to determine if Italgrip is a suitable technique to increase the safety and quality of Wisconsin roadways. The objective of this noise analysis is to identify and quantify any exterior noise impacts of the Italgrip anti-skid surface treatment on portland cement concrete (PCC) pavements. Italgrip is a very thin surface treatment consisting of a two-part polymer resin placed on pavement and covered with re-worked steel slag. Although widely used in Italy, Italgrip has only been available in the United States since 1999. This study analyzes comparative data from three types of pavement surfaces: untreated transverse tined PCC pavement, pavement that was diamond ground to re-establish a smooth riding surface but not treated with Italgrip, and pavement that was diamond ground and treated with Italgrip. The effectiveness of Italgrip was tested using an exterior noise measurement procedure that has proven reliable in past Wisconsin Department of Transportation studies to evaluate different pavement structures.
KW  - Diamond grinding
KW  - Portland cement concrete
KW  - Skid resistance
KW  - Surface treating
KW  - Tire/pavement noise
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wispr-02-00italgrip.pdf
UR  - https://trid.trb.org/view/1132281
ER  - 

TY  - RPRT
AN  - 01173888
AU  - Gorder, Valilnda
AU  - Parker Young Solutions
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Louisiana ITS Business Plan
PY  - 2000/03//Final Report
SP  - 82p
AB  - Seven Key ITS Application Goals emerged from the document review, key contact interviews and input from attendees at ITS committee meetings.  They were to use the ITS applications to improve the overall safety of the transportation network, to improve traffic management, to reduce non-recurring congestion, to more effectively disseminate traffic information to the traveling public, to promote more efficient modal utilization and to improve administrative efficiencies and operational safety.  The study identified ITS initiatives ($71,486,165) already in place, programmed or planned, developed a package of recommended improvement projects and established priorities based on the availability of funds and developed a strategy for addressing ITS needs. An ongoing process to address future integration needs will be conducted by the ITS advisory council, which was recommended by the committee.
KW  - Business planning
KW  - Intelligent transportation systems
KW  - ITS program applications
KW  - Louisiana
KW  - Strategic planning
UR  - http://www.ltrc.lsu.edu/pdf/2008/fr_344.pdf
UR  - https://trid.trb.org/view/933506
ER  - 

TY  - RPRT
AN  - 01127486
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - A Case Study: Chart II Software Upgrade Using a Design Competition to Procure ITS Software
PY  - 2000/03
SP  - 13p
AB  - This is one of a series of case studies that examine procurement approaches used to deliver Intelligent Transportation System (ITS) projects. The purpose of these reports is to provide examples of successful strategies that have been used to overcome ITS procurement challenges within the traditional "Design-Bid-Build" project delivery approach. Many ITS projects are stand-alone in nature, and do not have to be procured under rules for construction. The installation of field devices and communications infrastructure often meets the definition of construction. However, if a project involves the development of software for the purpose of integrating field devices, then it does not meet this definition. The purpose of this series is to show that other procurement options are available under Federal-aid regulations for projects that do not meet the definition of construction. This case study provides an overview of the CHART II system design contract that the Maryland State Highway Administration (MDSHA) used to procure system engineering expertise necessary for the federally-funded CHART II upgrade program.
KW  - Case studies
KW  - Intelligent transportation systems
KW  - Procurement
KW  - Software
KW  - System design
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/13462.pdf
UR  - https://trid.trb.org/view/887954
ER  - 

TY  - RPRT
AN  - 01104279
AU  - Bullard, D Lance
AU  - Menges, Wanda L
AU  - Buth, C Eugene
AU  - Schoeneman, Sandra K
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - NCHRP Report 350 Test 3-11 of the Washington 3-Strand Cable Barrier with New York Cable Terminal
PY  - 2000/03//Draft Test Report
SP  - 60p
AB  - The Federal Highway Administration (FHWA) initiated a research project to assess the performance of several highway safety appurtenances in accordance with the guidelines presented in National Cooperative Highway Research Program (NCHRP) Report 350. The State of Washington's 3-strand cable barrier was one of the installations selected for testing. A single test, NCHRP Report 350 test designation 3-10, the 820 kilogram small car length of need (LON) test was performed in March 1996 and it performed acceptably in the test. NCHRP Report 350 test designation 3-11, the 2000-kilogram pickup truck LON test was also performed and is reported herein. This designation requires a 2000-kilogram pickup truck to impact the LON section of the barrier at a nominal speed and angle of 100 kilometer per hour and 25 degrees, respectively. A 145-meter long test installation of Washington 3-strand cable barrier was constructed with New York cable terminals on each end. Details of the installation and results of the full-scale crash test are presented herein. The Washington 3 strands cable barrier with New York cable terminals performed acceptably for NCHRP Report 350 test designation 3-11.
KW  - Cables
KW  - Crashes
KW  - Guardrail terminals
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Median barriers
KW  - Medians
KW  - New York (New York)
KW  - Roadside improvement
KW  - Washington (District of Columbia)
UR  - http://ntl.bts.gov/lib/17000/17100/17197/PB2001100138.pdf
UR  - https://trid.trb.org/view/864043
ER  - 

TY  - RPRT
AN  - 01074152
AU  - Federal Highway Administration
TI  - Stewart Airport access improvement, towns of Montgomery, Newburgh and New Windsor, Orange County : environmental impact statement
PY  - 2000/03//Volumes held: Draft(2v), Draft AppendixA-C, Final(2v), Final AppendixA-D
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/833546
ER  - 

TY  - RPRT
AN  - 01074041
AU  - Federal Highway Administration
TI  - Albany Shaker Road and Watervliet Shaker Road improvements,Town of Colonie, Albany County : environmental impact statement
PY  - 2000/03//Volumes held: Draft, Draft Appendix(D-L)(app. D-E folio)F, Final Appendix(F,H,I,L)
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/833435
ER  - 

TY  - RPRT
AN  - 01046060
AU  - Elefteriadou, Lily
AU  - El-Gindy, M
AU  - Torbic, D
AU  - Garvey, P
AU  - Homan, A
AU  - Jiang, Z
AU  - Pecheux, B
AU  - Tallon, R
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
TI  - Bicycle-Tolerable Shoulder Rumble Strips
PY  - 2000/03//Final Report
SP  - 127p
AB  - To address the problem of run-off-the-road (ROR) crashes, many agencies are currently using milled shoulder rumble strips (MSRS) to alert motorists who are drifting to the right or to the left, out of the travel lane. This type of rumble strip consists of a continuous pattern ground into the asphalt or concrete. As a motor vehicle’s tires pass over the rumble strips, auditory and tactile warnings are received by the drifting motorist. Since the use of MSRS is being extended to non-freeway facilities on a limited basis, there are legitimate bicyclist concerns that need to be addressed. These concerns revolve around both the design of the rumble strips and their applications, i.e., the location of the rumble strip on the shoulder and the roads selected. Bicyclists who have ridden over MSRS complain that the sensation is extremely uncomfortable, even painful, and that MSRS may cause loss of control of the bicycle. To address these problems, Work Order 25: Bicycle-Tolerable Shoulder Rumble Strips was initiated to develop several rumble strip configurations that can alert inattentive/drowsy motorists and be safely and comfortably traversed by bicyclists. The primary objective was to develop new rumble strip configurations that decrease the level of vibration experienced by the bicyclist when traversing the rumble strips. At the same time, an adequate amount of stimuli, both auditory and tactile, must be maintained to alert an inattentive or drowsy motorist. To achieve this objective, the research team developed, installed, and assessed selected rumble strip designs at the Pennsylvania Transportation Institute (PTI) test track. This report is the final product of this project and summarizes the research conducted to develop and evaluate potential “bicycle-tolerable” rumble strips. It consists of seven sections. Following the introduction, section 2 contains a summary of the literature related to the shoulder rumble strips. Section 3 presents the research methodology. Section 4 discusses the evaluation of the existing rumble strip design. Section 5 outlines the development of a simulation model used to develop and select new rumble strip configurations to be installed at PTI’s test track for further evaluation. Section 6 presents the experimental plan to evaluate the selected new configurations installed at PTI’s test track. Section 7 summarizes the data analysis, and section 8 presents the conclusions and recommendations.
KW  - Bicycle safety
KW  - Bicycles
KW  - Data analysis
KW  - Design
KW  - Literature reviews
KW  - Ran off road crashes
KW  - Recommendations
KW  - Road shoulders
KW  - Rumble strips
KW  - Simulation
KW  - Test tracks
KW  - Traffic safety
UR  - http://ntl.bts.gov/lib/16000/16800/16822/PB2000105200.pdf
UR  - https://trid.trb.org/view/806242
ER  - 

TY  - RPRT
AN  - 01032996
AU  - Osayimwese, Iz
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Lincoln University Summer Transportation Institute
PY  - 2000/03//Final Report
SP  - 10p
AB  - Lincoln University served as the host site for the 1999 Summer Transportation Institute (STI), a component of the National Summer Transportation Institute (NSTI). The NSTI is an educational initiative that involves a partnership between the Federal Highway Administration, the state Department of Transportation (DOT), the host institution and private corporations. The objective of the STI is to offer secondary school students early exposure to career options in transportation and to engage them, during the summer, in activities that are both educational and recreational. The financial and technical support provided by the Pennsylvania Department of Transportation contributed greatly to the success of the 1999 STI. As the first host site, along with Cheyney University, in the Commonwealth of Pennsylvania under the current Federal Highway Administration (FHWA) initiative, Lincoln University has also benefited from the partnership with Pennsylvania Department of Transportation (PennDOT): first, in terms of contributing to community development and, second, by expanding the University’s potential for collaboration in research. The four-week residential STI program offered admission to seventeen 8th through 10th grade students. The students were selected from Philadelphia and the City of Chester, in Delaware County. Fifteen students who accepted the offer of admission came into residence on July 18,1999, and the program activities began on July 19. The program activities consisted of 11 field trips to selected transportation sites, mostly in Pennsylvania; 18 guest speakers from the transportation industry and agencies; projects that promote hands-on learning and teamwork; and educational and recreational activities on campus. The strategy of using specialists and professionals from the major segments of the transportation industry proved to be effective. The STI curriculum covered all of the major modes of transportation.
KW  - Chester (Pennsylvania)
KW  - Cheyney University of Pennsylvania
KW  - Cooperation
KW  - Field trips
KW  - Hands-on learning
KW  - High school students
KW  - National Summer Transportation Institute
KW  - Philadelphia (Pennsylvania)
KW  - Residential program
KW  - Summer Transportation Institute, Lincoln University
KW  - Transportation
KW  - Transportation careers
UR  - https://trid.trb.org/view/788570
ER  - 

TY  - RPRT
AN  - 00928081
AU  - Walubita, L F
AU  - Hugo, F
AU  - Epps, A
AU  - University of Texas, Austin
AU  - Texas Transportation Institute
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE OF REHABILITATED LIGHTWEIGHT AGGREGATE ASPHALT CONCRETE PAVEMENTS UNDER WET AND HEATED MODEL MOBILE LOAD SIMULATOR TRAFFICKING: A COMPARATIVE STUDY WITH THE TXMLS
PY  - 2000/03
SP  - 66 p.
AB  - One-third-scale Model Mobile Load Simulator Mk3 (MMLS3) tests were conducted on US 281 in Jacksboro, Texas, adjacent to the full-scale Texas Mobile Load Simulator (TxMLS).  The objectives were to investigate the moisture susceptibility and relative performance of the recently constructed Dustrol and Remixer rehabilitation surface layers and to compare rutting caused by the MMLS3 to rutting caused by the TxMLS.  MMLS3 trafficking was conducted under hot (50 deg C measured at 25 mm pavement depth) and wet (30 deg C measured at 25 mm pavement depth) conditions. The hot tests were run on the surface and a milled pad on both the north- and southbound lanes of the test site.  The wet tests were run only on one milled pad in the north- and southbound carriageways.  A total of 1.22 million MMLS3 axle loads were applied to the six test pads.  Nondestructive stiffness measurements with the portable seismic pavement analyzer (PSPA) and seismic analysis of surface waves (SASW) devices were also performed intermittently during MMLS3 testing.  A variety of laboratory tests -- volumetrics, moisture sensitivity, shear, indirect tensile strength and fatigue, and semicircular bending -- were also performed.  From the results the relative susceptibility of Dustrol, Remixer, and the in-situ lightweight aggregate asphalt concrete layers to water damage could be determined, with the latter proving the most vulnerable.  The MMLS3 and TxMLS deformations in the upper 90 mm surface layers correlated very well in terms of the respective stresses imposed by the two APT devices, after allowing for the difference in environmental conditions during trafficking.
KW  - Accelerated tests
KW  - Axle loads
KW  - Deformation
KW  - Jacksboro (Texas)
KW  - Laboratory tests
KW  - Model mobile load simulators
KW  - Moisture susceptibility
KW  - Nondestructive tests
KW  - Pavement performance
KW  - Pavements
KW  - Portable seismic pavement analyzer
KW  - Rutting
KW  - Seismic analysis of surface waves
KW  - Stresses
KW  - Stripping (Pavements)
KW  - Surface course (Pavements)
KW  - Traffic loads
KW  - Wet dry cycles
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1814_3.pdf
UR  - https://trid.trb.org/view/718793
ER  - 

TY  - RPRT
AN  - 00912596
AU  - KING, WILLIAM M
AU  - Abadie, Chris
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - COMPARATIVE PERFORMANCE OF CONVENTIONAL AND RUBBERIZED HOT MIX UNDER ACCELERATED LOADING CONSTRUCTION REPORT
PY  - 2000/03
IS  - PB2001-101843
AB  - No abstract provided.
KW  - Additives
KW  - Aggregates
KW  - Asphalt pavements
KW  - Asphalt rubber
KW  - Testing
UR  - https://www.ltrc.lsu.edu/pdf/2008/fr_331a.PDF
UR  - https://trid.trb.org/view/585787
ER  - 

TY  - RPRT
AN  - 00924798
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - HIGHWAY SAFETY INFORMATION SYSTEM GUIDEBOOK FOR THE CALIFORNIA DATA FILES. VOLUME I: SAS FILE FORMATS. 4TH EDITION
PY  - 2000/03
SP  - 105 p.
AB  - The California database incorporated in the Highway Safety Information System (HSIS) is derived from the California TASAS (Traffic Accident Surveillance and Analysis System).  The system, maintained by the Traffic Operations Office of Caltrans, is a mainframe-based system based on COBOL programming.  The Traffic Operations Office provides the data to HSIS in the form of two different data files.  These contain (1) accident data and (2) roadway inventory data.  Beginning in 1994, the HSIS was converted to a relational database for internal use.  This database, using a SYBASE system, stores the data received from California and other States, and the data files for a given State are linked and manipulated using SQL language.  However, this conversion from the original SAS-based system to the newer relational system is somewhat transparent to the end-user of the data since the output files produced by SYBASE for modeling and analysis will be SAS formatted.  SAS format libraries are produced for each of the variables in each of the files.  This Guidebook concerns these SAS files - their formats, completeness, and quality.  This report, Volume I: SAS File Formats, contains the following: Introduction; Details of Major Files; California Contacts; Composite List of Variables; Accident File; Roadlog File; Intersection File; and Interchange Ramp File.  The Single Variable Tabulations are found in Volume II of this report.
KW  - California
KW  - Crash data
KW  - Data files
KW  - File formats
KW  - Interchanges
KW  - Intersections
KW  - Inventory
KW  - Relational databases
KW  - Roads
KW  - Scandinavian Airlines System
KW  - Structured Query Language (SQL)
KW  - SYBASE
KW  - Traffic crashes
UR  - http://ntl.bts.gov/lib/17000/17800/17824/PB2001104627.pdf
UR  - https://trid.trb.org/view/707900
ER  - 

TY  - RPRT
AN  - 00924799
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - HIGHWAY SAFETY INFORMATION SYSTEM GUIDEBOOK FOR THE CALIFORNIA DATA FILES. VOLUME II: SINGLE VARIABLE TABULATIONS. 4TH EDITION
PY  - 2000/03
SP  - 255 p.
AB  - The California database incorporated in the Highway Safety Information System (HSIS) is derived from the California TASAS (Traffic Accident Surveillance and Analysis System).  The system, maintained by the Traffic Operations Office of Caltrans, is a mainframe-based system based on COBOL programming.  The Traffic Operations Office provides the data to HSIS in the form of two different data files.  These contain (1) accident data and (2) roadway inventory data.  Beginning in 1994, the HSIS was converted to a relational database for internal use.  This database, using a SYBASE system, stores the data received from California and other States, and the data files for a given State are linked and manipulated using SQL language.  However, this conversion from the original SAS-based system to the newer relational system is somewhat transparent to the end-user of the data since the output files produced by SYBASE for modeling and analysis will be SAS formatted.  SAS format libraries are produced for each of the variables in each of the files.  This Guidebook concerns these SAS files - their formats, completeness, and quality.  This report, Volume II, contains the single variable tabulations.  Volume I, SAS File Formats, contains an introduction, details of major files, California contacts, a composite list of variables, accident files (accident subfile, vehicle subfile, and occupant subfile), roadlog file, intersection file, and interchange ramp file.
KW  - California
KW  - Crash data
KW  - Data files
KW  - File formats
KW  - Interchanges
KW  - Intersections
KW  - Inventory
KW  - Relational databases
KW  - Roads
KW  - Scandinavian Airlines System
KW  - Structured Query Language (SQL)
KW  - SYBASE
KW  - Tables (Data)
KW  - Traffic crashes
UR  - http://ntl.bts.gov/lib/17000/17800/17825/PB2001104628.pdf
UR  - https://trid.trb.org/view/707901
ER  - 

TY  - RPRT
AN  - 00921754
AU  - Elias, V
AU  - Welsh, J
AU  - WARREN, J
AU  - Lukas, R
AU  - Earth Engineering and Sciences, Incorporated
AU  - Federal Highway Administration
TI  - GROUND IMPROVEMENT TECHNICAL SUMMARIES VOLUME I
PY  - 2000/03
SP  - v.p.
AB  - This manual was developed as a reference document for Federal Highway Administration (FHWA) Demonstration Project (DP) No. 116 - Ground Improvement Methods.  The objective of DP 116 is to mainstream the use of ground improvement technology.  The manual is comprised of nine stand alone Technical Summaries on specific ground improvement methods.  The technical summaries reflect current practice in design, construction, contracting methods and quality procedures.  The individual technical summaries are intended to serve as a primer on a particular subject; containing an executive summary of technical information which provides concise and specific guidance to users who desire further information.  Technical summaries are not intended to present a comprehensive or complete thesis on the technology. Companion, comprehensive technical references for each technology are provided.
KW  - Construction
KW  - Contracting
KW  - Design
KW  - Quality control
KW  - Seismicity
KW  - Technology
UR  - http://ntl.bts.gov/lib/21000/21400/21430/PB99117731.pdf
UR  - https://trid.trb.org/view/708124
ER  - 

TY  - RPRT
AN  - 00815906
AU  - Bauer, K M
AU  - Harwood, D W
AU  - Midwest Research Institute
AU  - Federal Highway Administration
TI  - STATISTICAL MODELS OF AT-GRADE INTERSECTION ACCIDENTS - ADDENDUM
PY  - 2000/03
SP  - 68 p.
AB  - This report is an addendum to the work published in FHWA-RD-96-125 titled "Statistical Models of At-Grade Intersection Accidents."  The objective of both research studies was to develop statistical models of the relationship between traffic accidents and highway geometric elements for at-grade intersections.  While the previously published report used only multiple-vehicle accidents in developing predictive models, this addendum presents models based on all collision types (including both multiple-vehicle and single-vehicle accidents).  The statistical modeling approaches used in the research included lognormal, Poisson, and negative binomial regression analyses. The models for all collision types are similar to those developed in the previous report for multiple-vehicle accidents. The regression models of the relationships between accidents and intersection geometric design, traffic control, and traffic volume variables were found to explain between 16 and 39% of the variability in the accident data.  However, most of that variability was explained by the traffic volume variables considered (major road and crossroad average daily traffic). Geometric design variables accounted for only a small additional portion of the variability.  Generally, negative binomial regression models were developed to fit the accident data at rural, three- and four-leg, STOP-controlled intersections and urban, three-leg, STOP-controlled intersections.  On the other hand, lognormal regression models were found more appropriate for modeling accidents at urban, four-leg, STOP-controlled and urban, four-leg, signalized intersections.  The decision to use negative binomial or lognormal regression analysis was based on evaluation of the accident frequency distribution for the specific categories of intersections.
KW  - At grade intersections
KW  - Average daily traffic
KW  - Four leg intersections
KW  - Geometric design
KW  - Lognormal regression analysis
KW  - Mathematical models
KW  - Multiple vehicle crashes
KW  - Negative binomial regression analysis
KW  - Poisson distributions
KW  - Regression analysis
KW  - Rural areas
KW  - Signalized intersections
KW  - Single vehicle crashes
KW  - Stop controlled intersections
KW  - Three leg intersections
KW  - Traffic crashes
KW  - Traffic volume
KW  - Urban areas
UR  - http://www.fhwa.dot.gov/publications/research/safety/99094/99094.pdf
UR  - https://trid.trb.org/view/690569
ER  - 

TY  - RPRT
AN  - 00814135
AU  - Outcalt, W
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - BICYCLE-FRIENDLY RUMBLE STRIPS
PY  - 2000/03
SP  - 126 p.
AB  - While rumble strips save lives and reduce property damage for motorists, they can be a problem for bicyclists.  For obvious reasons most cyclists ride on the shoulder.  However, when debris or a parked vehicle blocks the shoulder, it becomes necessary for the cyclist to cross the rumble strip to move into the lane and go around the obstacle.  An aggressive rumble strip, with wide deep grooves, can cause a very unpleasant level of vibration in the bicycle and possible loss of control.  This study compared three styles of rumble strips in an attempt to find a rumble strip that will provide a warning for motorists who have drifted off the highway without making the shoulders unusable for bicyclists.  The rumble strips evaluated were:  (1) Colorado's standard ground-in asphalt rumble strip; (2) Colorado's standard concrete rolled in rumble strip; and (3) a new two-inch-groove rumble strip ground into asphalt.  The standard type of ground in rumble strips 12 in. wide with groove depth of 3/8 in. +/- 1/8 in. ground in an interrupted pattern is the recommended configuration for asphalt rumble strips based on the data collected for this report.  No recommendation is made concerning rolled-in concrete rumble strips.  The recommendations of this study will be presented to the Discussion Group Panel for Standard Plans, which will determine if a revision to the Colorado Standard Plans will be made.  If the standards are changed, those changes would apply to all the new rumble strips construction on Colorado highways.  These recommendations will also be evaluated and possibly incorporated into the standards used by other state and national agencies.
KW  - Bicycles
KW  - Colorado
KW  - Depth
KW  - Design
KW  - Highway safety
KW  - Recommendations
KW  - Rumble strips
KW  - Standards
KW  - Width
UR  - http://www.dot.state.co.us/Publications/Bicycle%20Friendly/Rumble%20Strip%20PDF.htm
UR  - https://trid.trb.org/view/681514
ER  - 

TY  - RPRT
AN  - 00793162
AU  - Elefteriadou, Lily
AU  - El-Gindy, M
AU  - Torbic, D
AU  - Garvey, P
AU  - Homan, A
AU  - Jiang, Z
AU  - Pecheux, B
AU  - Tallon, R
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - BICYCLE-FRIENDLY SHOULDER RUMBLE STRIPS
PY  - 2000/03
SP  - 132 p.
AB  - Shoulder rumble strips have proven to be an effective way to reduce run-off-the-road crashes on urban and rural freeways.  As the use of shoulder rumble strips is being extended to non-freeway facilities, bicyclists will encounter rumble strips more frequently in the future.  Bicyclists are concerned about maneuverability problems while traversing rumble strips, because they can be very uncomfortable to ride over and may cause loss of control of the bicycle.  The objective of this project was to develop new rumble strip configurations that decrease the level of vibration experienced by bicyclists when traversing rumble strips, while at the same time providing an adequate amount of stimuli to alert inattentive or drowsy motorists.  Four primary steps were involved in the development of the new rumble strip configurations.  The first step was to evaluate and assess the existing rumble strip configuration.  The second step was to develop, evaluate, and rank different configurations for their potential to be "bicycle-friendly" yet at the same time not degrade the alerting properties for drivers in motor vehicles. A simulation model was developed and validated to evaluate various new designs.  The third step was to install several of the recommended configurations that had the greatest potential to be "bicycle-friendly" and conduct field experiments to further evaluate their effectiveness.  The final step of the project was to analyze the data and rank the configurations that were installed based on their ability to alert inattentive or drowsy motorists and on their ability to provide a comfortable and controllable ride for bicyclists.  Researchers recommended two new "bicycle-friendly" rumble patterns for implementation along non-freeway facilities --  one for non-freeway facilities with higher operating speeds near 55 mph (88 km/h), and one for non-freeway facilities with lower operating speeds near 45 mph (72 km/h).
KW  - Bicycling
KW  - Design
KW  - Field tests
KW  - Innovation
KW  - Loss of control
KW  - Maneuverability
KW  - Performance evaluations
KW  - Road shoulders
KW  - Rumble strips
KW  - Simulation
KW  - Vibration
UR  - http://ntl.bts.gov/lib/16000/16800/16822/PB2000105200.pdf
UR  - https://trid.trb.org/view/649071
ER  - 

TY  - RPRT
AN  - 00793165
AU  - Tikalsky, P J
AU  - Scanlon, A
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - HIGH-PERFORMANCE CONCRETE
PY  - 2000/03
SP  - 93 p.
AB  - The primary goal of this research project was to evaluate the Pennsylvania Department of Transportation's (PennDOT's) current concrete mixture designs for performance characteristics and provide specific recommendations on the effective use of concrete with high-performance characteristics.  Highway concrete mixtures in Pennsylvania are largely designed for strengths between 23 and 31 MPa (3,300 and 4,500 psi) and for resistance to freezing and thawing.  While strength and freeze-thaw resistance are important in Pennsylvania, other parameters impact the long-term performance of concrete in highway applications.  Concrete can be developed to address economic considerations, as well as multiple combinations of strength, permeability, modulus, cracking tendency, abrasion resistance, freeze-thaw resistance, alkali-aggregate reaction, internal and external sulfate attack, workability, construction scheduling, traffic openings, or other criteria.  The report defines high performance concrete (HPC) in the context of the PennDOT; describes the characteristics and benefits derived from the use of HPC; evaluates the current state of the practice in Pennsylvania; and identifies the performance criteria that benefit PennDOT bridges, structures, and concrete pavements.  It also provides a series of recommendations for consideration for the Commonwealth of Pennsylvania.
KW  - Concrete
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Mix design
KW  - Pennsylvania
KW  - Performance
KW  - State of the art
KW  - Strength of materials
UR  - http://ntl.bts.gov/lib/16000/16800/16829/PB2000105208.pdf
UR  - https://trid.trb.org/view/649074
ER  - 

TY  - RPRT
AN  - 00806832
AU  - Cleveland, T G
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - STORM WATER POLLUTION PREVENTION PLAN SOLIDS CONTROLS IN HIGHWAY CONSTRUCTION ACTIVITIES: THREE FIELD INVESTIGATIONS AND A LABORATORY STUDY
PY  - 2000/03
SP  - 108 p.
AB  - Storm water pollution prevention plan solids controls were evaluated in three field investigations and one laboratory study.  Two different construction sites were monitored to determine the effectiveness of selected solids controls devices within the site and leaving the site.  A receiving stream was monitored using bioassessment techniques to determine if impact could be detected.  There was no detectable effect of the use of the temporary sediment controls for reduction of nutrients and metals.  There was no detectable effect of construction runoff on in-stream biological health and water quality.  In one of the field studies, there was a tenfold increase in total solids leaving the construction site during construction, as compared to preconstruction values.  Construction activity had an effect on the distribution of particles in suspension leaving the construction site with the fraction of smaller particles in the storm water increased.  The principal solids control device, a rock-filter dam, had a detectable effect on the particle size distribution of suspended particles, but did not have a statistically significant effect on measured total solids leaving the site.  A bare-soil erosion study indicated that for the soils used in this study, roller compaction and similar treatments are expected to reduce erosion volume by 15-30%.  The RUSLE methods currently employed underpredict erosion and could lead to undersized temporary sediment controls.
KW  - Erosion
KW  - Field studies
KW  - Laboratory studies
KW  - Monitoring
KW  - Pollution control
KW  - Road construction
KW  - Rock filter dam
KW  - Rollers
KW  - Runoff
KW  - Sediments
KW  - Soil compaction
KW  - Streams
KW  - Water pollution
UR  - http://ntl.bts.gov/lib/17000/17300/17388/PB2001101253.pdf
UR  - https://trid.trb.org/view/672774
ER  - 

TY  - RPRT
AN  - 00806322
AU  - Owusu-Antwi, Emmanuel
AU  - Mamlouk, Michael
AU  - McCullagh, Frank
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ACCELERATED PAVEMENT TESTING - PHASE I
PY  - 2000/03
SP  - 160 p.
AB  - The Arizona Department of Transportation manages an extensive pavement research program that is an integral part of its continuous effort to improve pavement practice and reduce life cycle costs.  This study was conducted to evaluate the effectiveness of using accelerated pavement testing (APT) techniques to improve the efficiency and timelines of current pavement research activities.  The results obtained confirm that by accelerating the application of loads APT provides an effective means for evaluating pavements in a timely manner. The technique has been used effectively to evaluate the effect of new materials, design features, and construction practices on performance.  It is suitable for developing and evaluating potentially innovative techniques for improving pavement analysis and design, and can be used to compare the effectiveness of different maintenance and rehabilitation strategies.  Also, APT has been used successfully to develop specifications and mix designs for marginal materials that are incorporated in pavements, and has a great potential for use in developing performance-related specifications.  Based on these conclusions a strategic plan was developed for establishing an Arizona APT (AZAPT) program to conduct pavement research in the State.  The report provides information on anticipated costs, resource needs and logistics, and recommendations for equipment selection, partnerships and implementation of an AZAPT program. The framework for a strategic research plan for an AZAPT program is also provided.
KW  - Accelerated tests
KW  - Arizona
KW  - Construction
KW  - Costs
KW  - Equipment
KW  - Implementation
KW  - Logistics
KW  - Marginal materials
KW  - Mix design
KW  - Partnerships
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Pavements
KW  - Performance based specifications
KW  - Performance evaluations
KW  - Research
KW  - Specifications
KW  - Strategic planning
UR  - https://trid.trb.org/view/672599
ER  - 

TY  - RPRT
AN  - 00800252
AU  - Blomberg, J M
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - SUPERPAVE OVERLAY OF SAND ANTI-FRACTURE LAYER OVER PCCP
PY  - 2000/03
SP  - 62 p.
AB  - A new technology called a sand anti-fracture (SAF) layer was proposed as an efficient and cost effective method of pavement rehabilitation.  The SAF layer is a fine aggregate graded asphalt mixture using highly polymerized asphalt cement and is placed between a Portland Cement Concrete (PCC) pavement and an asphalt overlay.  The purpose of the SAF layer is to retard reflective cracking in asphalt overlays over PCC pavements and reduce PCC pavement repair costs.  Eight test sections were constructed in summer 1998 on Route I-29 in Holt County to evaluate the SAF layer.  The test sections contain two degrees of pavement repair, two different overlay thicknesses, two different grades of asphalt cement, and sections incorporating the recommended one-inch SAF layer.  These test sections will be compared to each other to evaluate the performance of the SAF layer, as well as the Superpave overlay design and to determine which provides the greatest benefit-to-cost ratio.  This report contains information from beginning of the project until the end of 1999.  Visual distress surveys and falling weight deflectometer testing were conducted prior to construction and on a bi-yearly basis.  The conclusions and recommendations presented are preliminary and are subject to change as additional data are obtained.
KW  - Asphalt cement
KW  - Benefit cost analysis
KW  - Concrete pavements
KW  - Deflection tests
KW  - Falling weight deflectometers
KW  - Fine aggregates
KW  - Overlays (Pavements)
KW  - Pavement distress
KW  - Performance evaluations
KW  - Polymer asphalt
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Sand anti-fracture layer
KW  - Superpave
KW  - Technological innovations
KW  - Test sections
KW  - Thickness
KW  - Visual surveys
UR  - http://library.modot.mo.gov/RDT/reports/Ri97045/RDT00001.pdf
UR  - https://trid.trb.org/view/666433
ER  - 

TY  - RPRT
AN  - 00800230
AU  - Kunkle, R
AU  - Washington State University, Olympia
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - PERSPECTIVES ON SUCCESSFUL TELEWORK INITIATIVES
PY  - 2000/03
SP  - 53 p.
AB  - The concept of telework was introduced in the 1970s as a way to substitute telecommunications technology for the commute to work (Nilles 1998).  Telework promised many environmental, family, employee, and business benefits.  With continued advances in information and communication technology, there were great expectations for the growth of telework and its benefits.  While the practice of telework has grown, in many respects the high expectations have not been fulfilled.  We believe there is value in reexamining telework in order to more proactively take advantage of the beneficial impacts telework might be able to provide to businesses and citizens.  The purpose of this research is to develop new perspectives on successful, long-term telework initiatives at organizations in order to better understand:  how and why initiatives mature, how organizations view telework initiative benefits, and the implications for supporting telework in the future.  We conducted research about telework in three areas:  telework and the changing nature of work, telework in organizations, and telework and transportation.  We used a combination of research methods including secondary research, analysis of successful telework initiatives at three organizations (involving 31 interviews with coordinators, managers and teleworkers), and interviews with key informants.
KW  - Benefits
KW  - Impacts
KW  - Interviewing
KW  - Organizations
KW  - Telecommuting
KW  - Telework
KW  - Transportation
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/485.1.pdf
UR  - http://ntl.bts.gov/lib/17000/17200/17241/PB2001100474.pdf
UR  - https://trid.trb.org/view/666411
ER  - 

TY  - RPRT
AN  - 00800180
AU  - Vavrik, W R
AU  - Fries, R J
AU  - Carpenter, S H
AU  - Aho, B D
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECT OF FLAT AND ELONGATED COARSE AGGREGATE ON CHARACTERISTICS OF GYRATORY COMPACTED SAMPLES
PY  - 2000/03
SP  - 70 p.
AB  - This report presents findings on the effect of flat and elongated coarse aggregate particles on the volumetrics of Superpave Gyratory Compactor (SGC) prepared asphalt mixtures. Select aggregate sources were sampled to provide aggregate with varying levels of flat and elongated particles.  The particles were hand separated and classified according to the flat and elongated ratio.  Mixtures with specific gradations were assembled using the gravel and dolomite aggregates with controlled percentages of 3 to 1 and 5 to 1 particle shapes. Changes in the gradations of the compacted mixtures were noted and related to initial particle shapes and amounts and the aggregate source.  No significant impact on mixture volumetrics could be assigned to the presence of flat and elongated particles.
KW  - Aggregate gradation
KW  - Air voids
KW  - Asphalt mixtures
KW  - Coarse aggregates
KW  - Compaction
KW  - Dolomite
KW  - Gravel
KW  - Gyratory testing machines
KW  - Particles
KW  - Shape
KW  - Superpave
KW  - Volumetric analysis
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-109.pdf
UR  - https://trid.trb.org/view/666360
ER  - 

TY  - RPRT
AN  - 00796954
AU  - Yazdani, N
AU  - Green, T
AU  - Florida State University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF BOUNDARY CONDITIONS ON BRIDGE PERFORMANCE
PY  - 2000/03
SP  - 66 p.
AB  - Reinforced elastomeric bearing pads generally support precast concrete bridge girders.  The condition of these bearing pads and the pad-bridge interface define the support boundary conditions of the bridge superstructure.  The interface between bearing pads and bridge girders affects the performance of the superstructure and the substructure.  The pads are designed to carry vertical loads, and to accommodate horizontal movements of the bridge girders.  The objectives of this study were to determine the effects of various parameters on the bridge superstructure performance and to compare the girder performance with simple support conditions corresponding to the current Florida Department of Transportation design.  A parametric study on the interaction of the support boundary conditions and bridge girders was performed in this study.  Some of the parameters included the skewness of the bridge, the presence of intermediate diaphragms, and the temperature effects on the bridge superstructure.  A finite element model of a bridge superstructure containing Florida Bulb Tee 78 girders was created using ANSYS software.  This model was subjected to an HL93 truck load as pertaining to LRFD AASHTO specifications. The results indicate that pads with higher bearing stiffness are beneficial to bridges with higher skew angles.  Intermediate diaphragms have the positive effect of reducing the overall midpoint deflections and maximum stresses for the bridge system. However, the reductions in deflections and stresses are smaller for increasing skew angles.
KW  - Bridge bearing pads
KW  - Bridge superstructures
KW  - Deflection
KW  - Diaphragms (Engineering)
KW  - Finite element method
KW  - Girder bridges
KW  - Girders
KW  - Interfaces
KW  - Performance
KW  - Skew angle
KW  - Skew bridges
KW  - Stiffness
KW  - Stresses
UR  - https://trid.trb.org/view/654693
ER  - 

TY  - RPRT
AN  - 00795357
AU  - Denman, O S
AU  - Federal Highway Administration
TI  - REPORTS ON TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS: 1. STUDY OF TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS
PY  - 2000/03
SP  - 7 p.
AB  - This report is in response to requirements of "The Transportation Equity Act of the 21st Century (TEA-21) Conference Report to Accompany H.R. 2400; May 22, 1998" that the Secretary of Transportation conduct a "study on the technologies and methods to enhance safety, streamline construction, and improve capacity by providing positive separation at all times between traffic, equipment, and workers on highway construction projects."  This report is composed of four parts that address the issues required in the referenced study.  One part addresses the issues involved with providing positive separation technologies in construction zones to improve the levels of safety to motorists and construction zone personnel to acceptable levels.  Another part addresses the issues involved with mitigation of congestion resulting from construction zones and a third addresses methodologies to improve efficiencies of construction operations using current technologies.  A final part addresses the general issues of congestion mitigation methodologies and application of technologies on the National Highway System to achieve goals that could not be accomplished otherwise.
KW  - Barriers (Roads)
KW  - Construction management
KW  - National Highway System
KW  - Occupational safety
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic mitigation
KW  - Traffic safety
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/654161
ER  - 

TY  - RPRT
AN  - 00795359
AU  - Rathbone, D B
AU  - Federal Highway Administration
TI  - REPORTS ON TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS: 3. MITIGATION OF CONSTRUCTION-RELATED CONGESTION THROUGH THE USE OF POSITIVE SEPARATION TECHNOLOGIES
PY  - 2000/03
SP  - 19 p.
AB  - The purpose of this report is to investigate the application of Moveable Barrier Technology (MBT) at work zones and to make appropriate recommendations.  This report shows that MBT has reduced construction-related delays significantly at many different types of work zone situations without compromising safety.  The cost efficiency of MBT is investigated and the report finds that MBT becomes cost effective as soon as work zone capacity is lower than the traffic volume moving through the work zone.
KW  - Barriers (Roads)
KW  - Cost effectiveness
KW  - Highway capacity
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic mitigation
KW  - Traffic safety
KW  - Work zone traffic control
KW  - Work zones
UR  - https://trid.trb.org/view/654163
ER  - 

TY  - RPRT
AN  - 00795360
AU  - Cutrell, J D
AU  - Federal Highway Administration
TI  - REPORTS ON TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS: 4. RETHINKING THE USE OF MOVEABLE BARRIER TECHNOLOGY TO IMPROVE SAFETY AND EFFICIENCY IN HIGHWAY CONSTRUCTION WORK ZONES
PY  - 2000/03
SP  - 25 p.
AB  - The purpose of this report is to take an in-depth look at the developments and application of Moveable Barrier Technology (MBT).  The issues, such as how the lack of positive protection has impacted worker safety and well being, as well as construction productivity, are examined.  It looks at the impacts of construction area congestion on economic productivity, and how the state of the practice of protecting workers and motorists in construction work areas is lagging behind the available technology.  The way in which that lag is impacting the quality of road service on limited access facilities in many U.S. urban areas is also examined.  Tracing some of the history of construction area delineation, the report shows how the development of positive barrier separation has been an important concern in major legislation and practice guidelines for over a decade.  The report examines how, for lack of a technology that would allow quick deployment of positive separation barriers, buffer areas and plastic delineators are used to fill this gap.  This has a high cost associated with it; the cost to the public of delays and of accidents, deaths, injuries and property damage.  A review is made of how the lack of moveable positive separation in confined urban construction areas has caused negative impacts on work efficiency, and how motorists have been made to suffer delays in travelling through these tightly restricted areas.  Importantly, the report attempts to define conditions under which MBT is likely to result in more productive and higher quality construction work.  The report documents a number of cases of early completion resulting from the employment of MBT.  Information is provided which will be helpful in rethinking how recent experiences in the application of MBT may be used to update the state of the practice of positive protection in construction areas.  Finally, information is offered that should be useful in determining under what conditions the employment of MBT is warranted.
KW  - Barriers (Roads)
KW  - Benefits
KW  - Costs
KW  - History
KW  - Impacts
KW  - Occupational safety
KW  - Productivity
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic safety
KW  - Urban areas
KW  - Warrants (Traffic control devices)
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/654164
ER  - 

TY  - RPRT
AN  - 00795356
AU  - Federal Highway Administration
TI  - REPORTS ON TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS
PY  - 2000/03
SP  - v.p.
AB  - This publication contains the following five reports which deal with traffic flow and the use of road barriers to improve safety:  (1) Study of Traffic Flow and Safety Applications of Road Barriers, Owen S. Denman; (2) Development and Application of Positive Barrier Warrants in Highway Construction Zones, Jarvis D. Michie; (3) Mitigation of Construction-Related Congestion Through the Use of Positive Separation Technologies, Daniel B. Rathbone; (4) Rethinking the Use of Moveable Barrier Technology to Improve Safety and Efficiency in Highway Construction Work Zones, John D. Cutrell; and (5) Barrier Assisted Traffic Management to Mitigate Congested Highways, Bridges and Tunnels, Daniel B. Rathbone.
KW  - Barriers (Roads)
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic mitigation
KW  - Traffic safety
KW  - Warrants (Traffic control devices)
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/655453
ER  - 

TY  - RPRT
AN  - 00795361
AU  - Rathbone, D B
AU  - Federal Highway Administration
TI  - REPORTS ON TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS: 5. BARRIER ASSISTED TRAFFIC MANAGEMENT TO MITIGATE CONGESTED HIGHWAYS, BRIDGES AND TUNNELS
PY  - 2000/03
SP  - 34 p.
AB  - The purpose of this paper is to identify the different applications of Moveable Barrier Technology (MBT), where and how MBT can be applied as a congestion mitigation and safety measure, and the benefits realized through these applications. Recommendations are made for determining when MBT should be considered for application.  Appendices present (A) existing applications of MBT and (B) examples of the results of a benefit-cost analysis.
KW  - Applications
KW  - Barriers (Roads)
KW  - Benefit cost analysis
KW  - Benefits
KW  - Recommendations
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Traffic safety
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/654165
ER  - 

TY  - RPRT
AN  - 00795358
AU  - Michie, J D
AU  - Federal Highway Administration
TI  - REPORTS ON TRAFFIC FLOW AND SAFETY APPLICATIONS OF ROAD BARRIERS: 2. DEVELOPMENT AND APPLICATION OF POSITIVE BARRIER WARRANTS IN HIGHWAY CONSTRUCTION ZONES
PY  - 2000/03
SP  - 71 p.
AB  - The purpose of this report is to present findings from an analysis effort to define typical construction zone activities where positive barriers are needed.  The approach utilizes a benefit to cost (B/C) analysis where the projected decrease in accident costs is compared to the cost of providing a positive barrier.  Section I provides an introduction.  Section II presents key elements of the B/C methodology.  Principally, the methodology utilizes the AASHTO ROADSIDE computer program to generate the likely number of collisions in the work zone with and without placement of a positive barrier and the costs of these collisions based on 1994 Federal Highway Administration injury and fatality costs and severity based on indices patterned after the ROADSIDE values.  The methodology considers the safety of both workers and occupants of errant vehicles.  In Section III, practical applications of positive barrier warrants are presented for typical types of roadside hazards that occur in construction zones.  Section IV contains a report summary.
KW  - Barriers (Roads)
KW  - Benefit cost analysis
KW  - Occupational safety
KW  - Roadside (Computer program)
KW  - Traffic safety
KW  - Warrants (Traffic control devices)
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/654162
ER  - 

TY  - RPRT
AN  - 00795291
AU  - Federal Highway Administration
TI  - GUIDEBOOK FOR THE MAINE STATE DATA FILES. VOLUME I: SAS FILE FORMATS. 4TH EDITION
PY  - 2000/03
SP  - 82 p.
AB  - Maine's basic TINIS (Transportation Integrated Network Information System) brings together information data concerning accidents, road inventory, bridges, railroads, and project history/maintenance type information.  Unlike other Highway Safety Information System (HSIS) states in which the linkage variable is some form of route-milepoint, the Maine system is a county/link-node system in which a six-digit code defines a specific node (e.g., an intersection, bridge, or other boundary) in a specific county.  Each roadway section, or "link," is then defined by the node numbers at each end.  This report, Volume I: SAS File Formats, contains the following:  Introduction; Details of Major Files; Maine Contacts; Composite List of Variables; Accident Files (Accident Subfile, Vehicle Subfile, and Occupant Subfile); Link Records File; Node Records File; and Interchange File.  The Single Variable Tabulations are found in Volume II of this report.
KW  - Data files
KW  - File formats
KW  - Maine
KW  - Railroad crashes
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/pdfs/00082.pdf
UR  - http://ntl.bts.gov/lib/8000/8300/8384/00-082.pdf
UR  - https://trid.trb.org/view/654122
ER  - 

TY  - RPRT
AN  - 00795292
AU  - Federal Highway Administration
TI  - GUIDEBOOK FOR THE MAINE STATE DATA FILES. VOLUME II: SINGLE VARIABLE TABULATIONS. 4TH EDITION
PY  - 2000/03
SP  - 165 p.
AB  - Maine's basic TINIS (Transportation Integrated Network Information System) brings together information data concerning accidents, road inventory, bridges, railroads, and project history/maintenance type information.  Unlike other Highway Safety Information System (HSIS) states in which the linkage variable is some form of route-milepoint, the Maine system is a county/link-node system in which a six-digit code defines a specific node (e.g., an intersection, bridge, or other boundary) in a specific county.  Each roadway section, or "link," is then defined by the node numbers at each end.  This report, Volume II, contains the single variable tabulations.  Volume I, SAS File Formats, contains an introduction, details of major files, Maine contacts, a composite list of variables, accident files (accident subfile, vehicle subfile, and occupant subfile), link records file, node records file, and interchange file.
KW  - Data files
KW  - Maine
KW  - Railroad crashes
KW  - Single variable tabulations
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/pdfs/00083.pdf
UR  - http://ntl.bts.gov/lib/17000/17800/17827/PB2001104630.pdf
UR  - http://ntl.bts.gov/lib/8000/8300/8385/00-083.pdf
UR  - https://trid.trb.org/view/654123
ER  - 

TY  - RPRT
AN  - 00795231
AU  - Herman, L A
AU  - Ambroziak, M J
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF PAVEMENT TYPE ON TRAFFIC NOISE LEVELS
PY  - 2000/03
SP  - 183 p.
AB  - Tire/road noise levels for Ohio Department of Transportation pavement types were investigated to provide an additional criterion for pavement selection in noise sensitive areas. Tire/road noise measurements were conducted in accordance with the International Standards Organization (ISO) 11819-1 Statistical Pass-By Method, the first use of this standard in the U.S.  A Statistical Pass-By Index (SPBI) was determined for each pavement test, which enabled the ranking of the pavement types according to tire/road noise levels, as well as a means of comparing results with other studies conducted according to the standard.  There was found to be a difference of 6.7 dB between the lowest (open graded asphalt) and the highest (random-transverse grooved concrete) SPBI for all of the pavements measured.  Additionally, the data were analyzed to produce Reference Energy Mean Emission Levels for future use with traffic noise prediction modeling.
KW  - International Standards Organization
KW  - Pavements
KW  - Reference Energy Mean Emission Levels
KW  - Rolling contact
KW  - Sound level
KW  - Standards
KW  - Statistical Pass-By Index
KW  - Tires
KW  - Traffic noise
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A44475567
UR  - https://trid.trb.org/view/654076
ER  - 

TY  - RPRT
AN  - 00794828
AU  - Miller, J S
AU  - Hoel, L A
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - APPROACHING THE "SMART GROWTH" ISSUE: A LOOK AT BEST PRACTICES USED BY TRANSPORTATION PLANNING ORGANIZATIONS
PY  - 2000/03
SP  - 39 p.
AB  - A fundamental public policy decision implicitly addressed by agencies responsible for urban transportation planning is the right of the individual versus the goal of the community.  This question arises in considering the role that state and local officials should play within the context of transportation and land development, specifically the "smart growth" movement. Although there is no universally accepted definition of "smart growth", discrete actions being implemented or advocated under that rubric reveal that smart growth is viewed as a range of regulatory, financial, and educational practices that may help to coordinate transportation and land use through integrated planning.  Practices helpful in this coordination include communications, consensus building, and legislative efforts that improve the dialogue, reduce polarization, and enable coordination of transportation and land use decisions.  None of these practices requires the use of the "smart growth" label; instead, they expose tangible initiatives that can be publicly debated.  Only when referring to specific initiatives (rather than the general slogan "smart growth") is it fair to ask a community or an organization to take a position on the issue of individual autonomy versus communal desires.  This paper discusses critical policy issues facing agencies responsible for land use planning, reviews organizational approaches to resolving smart growth issues, and suggests practices to enhance community participation.
KW  - Best practices
KW  - Communications
KW  - Consensus
KW  - Decision making
KW  - Land use planning
KW  - Legislation
KW  - Public participation
KW  - Public policy
KW  - Smart growth
KW  - Transportation planning
KW  - Urban transportation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-tar3.pdf
UR  - http://ntl.bts.gov/lib/16000/16400/16487/PB2000104068.pdf
UR  - http://ntl.bts.gov/lib/37000/37000/37052/00-TAR3.pdf
UR  - https://trid.trb.org/view/653923
ER  - 

TY  - RPRT
AN  - 00794711
AU  - Volle, T H
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE OF THIN BONDED CONCRETE OVERLAYS IN ILLINOIS
PY  - 2000/03
SP  - 39 p.
AB  - In recent years, two bonded concrete overlays (BCO) have been constructed in Illinois.  The first was constructed in 1994-1995 on a section of Interstate-80 (I-80), east of Moline, Illinois. The second bonded concrete overlay was placed in 1996 on a section of Interstate-88 (I-88), further east of Moline.  Both the I-80 and the I-88 BCO sections were placed on 8-in. (203-mm) thick continuously reinforced concrete pavements.  The I-80 BCO is 4 in. (102 mm) thick and includes six experimental sections with various percentages of microsilica added to the standard mix design and different bonding agents used between the original pavement and the BCO.  The I-88 BCO is 3 in. (76 mm) thick and includes two experimental sections involving different surface preparation methods prior to BCO placement.  This report summarizes the performance of the bonded concrete overlays to date.  Visual distress surveys were conducted annually on selected test sections of the I-80 and I-88 overlays.  The I-80 and I-88 overlays were also tested annually for International Roughness Index values.  Condition Rating Surveys were conducted every two years on I-80 and I-88 to define the overall condition of the pavement.  The results of the tests and surveys are included in this report.
KW  - Bonded concrete overlays
KW  - Bonding
KW  - Concrete overlays
KW  - Condition surveys
KW  - Continuously reinforced concrete pavements
KW  - Illinois
KW  - International Roughness Index
KW  - Interstate highways
KW  - Materials
KW  - Pavement distress
KW  - Pavement performance
KW  - Roughness
KW  - Silica fume
KW  - Surface preparation
KW  - Test sections
KW  - Thickness
KW  - Visual surveys
UR  - http://ntl.bts.gov/lib/16000/16800/16896/PB2000105963.pdf
UR  - https://trid.trb.org/view/653892
ER  - 

TY  - RPRT
AN  - 00794716
AU  - Smith, B J
AU  - Pollock, R G
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - ANALYSIS OF CALCITE, DOLOMITE AND TEXTURE, AND THEIR ROLES IN PREMATURE DETERIORATION OF PORTLAND CEMENT CONCRETE PAVEMENT IN KANSAS
PY  - 2000/03
SP  - 33 p.
AB  - Premature deterioration of concrete pavement produced with Class I limestone indicated a need to better predict limestone that would be deleterious in the future while passing Class I test criteria.  Using the information contained in the database prepared for FHWA-KS-97/4, a classification of Kansas limestone has been obtained using texture and iron content of the carbonate minerals.  Iron content of both the calcite and dolomite is indicated by the colors obtained with staining.  The iron content and texture information in this investigation indicate that the greater the iron content, the greater the chances that the tested limestone does not pass Class I criteria.  Since the limestone in the prematurely deteriorated pavement was Class I, the high iron content may be playing an important role in the premature deterioration.  Some textures seem to have less iron content as evidenced in the database. Finely textured limestones have less iron content as indicated by stained peels.  Coarsely textured limestones have more iron content.  A higher proportion of finely textured limestone passes criteria for Class I aggregate.  Using the presented findings, field geologists could be provided with a field manual that includes texture and color criteria, stain recipe and procedure, and interpretation of stain results.  This field manual can be revised and redefined as results of current related research are available and as experience in the field is gained.  The field geologists could use the manual in the quarry to determine quickly (1) which texture category and stain colors individual ledges produce, (2) the aggregate stain colors and textures in an available production stockpile, and (3) the textures and stain colors of adjacent nonproduction ledges. This information on stain colors and textures can be used by geologists while sampling ledges to signal possible quality problems or to verify quality of site stockpiled production.  If this information is known then construction engineers using the information can use stain tests to verify project stockpiles.
KW  - Calcites
KW  - Concrete pavements
KW  - Deterioration
KW  - Dolomite
KW  - Iron
KW  - Iron content
KW  - Kansas
KW  - Limestone
KW  - Quality control
KW  - Quarries
KW  - Staining tests
KW  - Stockpiling
KW  - Texture
UR  - http://ntl.bts.gov/lib/16000/16900/16903/PB2000106009.pdf
UR  - https://trid.trb.org/view/653897
ER  - 

TY  - RPRT
AN  - 00793330
AU  - Cook, R A
AU  - Tia, M
AU  - Fischer, K B
AU  - Darku, D D
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - USE OF GROUT PADS FOR SIGN AND LIGHTING STRUCTURES: PART 1 - STRUCTURAL EVALUATION; PART 2 - CORROSION STUDY
PY  - 2000/03
SP  - 326 p.
AB  - The objectives of this study were to evaluate the structural behavior and durability of sign and lighting structure annular base plates constructed with grout pads.  Two separate experimental programs were undertaken; one related to structural behavior and one related to durability.  Part 1 of this report deals with the evaluation of structural behavior, while Part 2 deals with the evaluation of durability (corrosion study).  The structural evaluation included testing of unstiffened and stiffened base places installed with and without grout pads. The specimens tested consisted of a tubular member welded to an annular base plate and connected to a foundation with anchor bolts.  The tubular members were loaded with a transverse load in order to produce a moment at the base plate-to-foundation connection.  The results of the structural test program were used to develop strength and serviceability design recommendations for grouted base plates.  The strength design recommendations include equations for determining the base plate thickness and the diameter of the anchor bolts.  The serviceability recommendations provide a means to evaluate the rotation that could be expected within the base plate connection when a bending moment was applied.  The durability evaluation involved corrosion testing of the anchor bolts in annular base place connections with and without grout pads.  The results of this study indicate that grout does provide a significant protection against corrosion.
KW  - Anchor bolts
KW  - Annular base plates
KW  - Bending moments
KW  - Corrosion protection
KW  - Corrosion tests
KW  - Diameter
KW  - Durability
KW  - Grout pads
KW  - Lighting columns
KW  - Load tests
KW  - Moments (Mechanics)
KW  - Recommendations
KW  - Rotation
KW  - Sign supports
KW  - Structural design
KW  - Structural mechanics
KW  - Thickness
KW  - Welding
UR  - https://trid.trb.org/view/653473
ER  - 

TY  - RPRT
AN  - 00793168
AU  - Lomax, T
AU  - Vadali, S
AU  - Eisele, W
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATING INTELLIGENT TRANSPORTATION SYSTEM IMPACTS: A FRAMEWORK FOR BROADER ANALYSIS
PY  - 2000/03
SP  - 90 p.
AB  - The evaluation of the impacts of Intelligent Transportation System (ITS) treatments is at an early, but important stage. The national-level focus on a "few good measures" provides a standard, systematic method for understanding a variety of programs and projects.  This report presents an expanded process and measures for considering the effect of ITS investments.  A series of questions are proposed to bring out the potential effects of ITS programs that may not be analyzed due to relatively little data or complex relationships.  This particularly relates to subject areas unfamiliar to the public sector transport agencies that typically are in charge of ITS deployment.  These groups have little experience with logistics, supply chains, or business restructuring concepts.  The report also recommends expanding one goal and adding another.  It suggests that local goals be identified and studied as a way of exploring important attributes and developing future plans.  The important factors might be better analyzed and incorporated with a multi-criteria analysis approach, rather than the traditional benefit/cost analysis.  This approach will also allow the local concerns to be addressed in a more "customized" process and produce the statistics needed to compare local projects with national standards and results.
KW  - Evaluation
KW  - Impacts
KW  - Intelligent transportation systems
KW  - Measurement
KW  - Multiple criteria decision making
KW  - Performance
UR  - https://trid.trb.org/view/649077
ER  - 

TY  - RPRT
AN  - 00793163
AU  - El-Gindy, M
AU  - Scanlon, A
AU  - Tallon, R
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - CRASH TEST OF PENNDOT'S PORTABLE F-SHAPED CONCRETE BARRIER
PY  - 2000/03
SP  - 40 p.
AB  - The objective of the test program described in this report was to evaluate the performance of the Pennsylvania Department of Transportation's (PennDOT's) portable F-shaped concrete barrier when subjected to NCHRP level 3 testing criteria based on test designation 3-11.  The scope of the test program consisted of a single test in which a 1993 Ford F-250 pick-up truck impacted the barrier at 100 km/h (62 mph) at an impact angle of 25 deg. Following impact with the barrier, the vehicle mounted the barrier and rotated counter-clockwise with the rear of the vehicle crossing over the barrier.  The front wheels came in contact with the ground and the vehicle began a passenger-side leading roll, coming to rest in a grassy area after rolling three times.  Significant movement of the barrier occurred during impact, resulting in an undesirable trajectory of the vehicle.  Spalling occurred at barrier joints 7 and 8, resulting in the separation of adjacent barrier sections in the vicinity of the impact.  The rollover following the initial impact and the damage to the vehicle compartment would be expected to place occupants at significant risk.  Based on a review of the test results, it is concluded that the portable F-shaped concrete barrier tested does not meet the NCHRP 350 level 3 performance criteria.  It is recommended that the joint design for the portable F-shaped barrier be reevaluated and modified before conducting further crash tests.
KW  - Barriers (Roads)
KW  - Impact angle
KW  - Impact tests
KW  - Joints (Engineering)
KW  - National Cooperative Highway Research Program
KW  - NCHRP Report 350
KW  - Pennsylvania
KW  - Performance evaluations
KW  - Pickup trucks
KW  - Rollover crashes
KW  - Spalling
KW  - Speed
KW  - Temporary barriers
KW  - Test procedures
KW  - Vehicle trajectories
KW  - Work zone traffic control
UR  - http://ntl.bts.gov/lib/16000/16800/16830/PB2000105211.pdf
UR  - https://trid.trb.org/view/649072
ER  - 

TY  - RPRT
AN  - 00791595
AU  - Goldbaum, J
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - LIFE CYCLE COST ANALYSIS STATE-OF-THE-PRACTICE
PY  - 2000/03
SP  - 49 p.
AB  - This report provides an outline for the engineer seeking to conduct a Life-Cycle Cost Analysis (LCCA) in pavement design and selection.  The guidance, recommendations, and default values provided here were collected from 10 years of paving projects. Most of these projects were constructed or rehabilitated in the mid 1980s in order to evaluate the current design and construction practices in the State of Colorado.  At this time, the Colorado Department of Transportation uses a deterministic approach to the LCCA and is researching the move toward a probabilistic LCCA.
KW  - Colorado
KW  - Deterministic analysis
KW  - Life cycle costing
KW  - Pavement design
KW  - Probabilistic analysis
KW  - State of the art studies
UR  - http://www.dot.state.co.us/publications/PDFFiles/lcca.pdf
UR  - https://trid.trb.org/view/648556
ER  - 

TY  - JOUR
AN  - 00790637
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Fischer, E E
AU  - Hohmann, H
AU  - Marriott, P D
AU  - Federal Highway Administration
TI  - ROADWAYS AND THE LAND: THE LANDSCAPE ARCHITECT'S ROLE
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 30-34
AB  - The development of the nation's highways and parkways is the largest public works effort every undertaken in this country, and it has resulted in the greatest change to the nation's landscape. Landscape architects played a definitive role in ensuring that transportation corridors (parkways, freeways, and city streets) respected the land and the communities through which they passed. Today, time and space constrains the construction of new roads. This situation calls for landscape architects to play a greater role, even take the lead, on multidisciplinary teams challenged with redesigning roadways.  Landscape architects provide the creative interaction needed between engineers and communities. Landscape architects know more than aesthetics; they understand how the human and natural environment can coexist harmoniously, especially along roadways.  Landscape architects also have the skills to assist in the preservation of historic roads and parkways.  Many historic roads are threatened by changing land use and development pressures, and others are threatened because they have become major commuting routes, carrying a volume of traffic far beyond their design capacity.  With support from current law, landscape architects can assist in incorporating modern intermodal capabilities and community needs into the historic landscape while conserving the character-defining elements and resources.  In the 21st century, landscape architects will continue to provide the link between hard engineering and community needs.  However, landscape architects must develop well-defined aesthetic rules to complement the very well-defined structural and engineering rules, recognizing the challenge that aesthetics are quite subjective.
KW  - Aesthetics
KW  - Design
KW  - Development
KW  - Environmental design
KW  - Freeways
KW  - Highway design
KW  - Highway engineering
KW  - Highways
KW  - Historic preservation
KW  - Landscape architecture
KW  - Parkways
KW  - Streets
KW  - Transportation corridors
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/landarch.cfm
UR  - https://trid.trb.org/view/651887
ER  - 

TY  - JOUR
AN  - 00790639
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jones, J S
AU  - Federal Highway Administration
TI  - HYDRAULICS TESTING OF WILSON BRIDGE DESIGNS
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 40-44
AB  - The Federal Highway Administration's Hydraulic Engineering Circular No. 18 (HEC-18), "Evaluating Scour at Bridges," has the best available guidelines for estimating bridge scour; however, the proposed Woodrow Wilson Bridge across the Potomac River near Washington, D.C., has a number of features that are not adequately covered by existing guidelines and that made it a special challenge for hydraulic engineers.  The new bridge will have fewer but much wider piers than the existing bridge; the piers are designed to have exposed pile foundations to be capped near the water surface; soil borings indicated that there are some relatively erosion-resistant layers below the stream bed in the vicinity of the proposed new bridge; and the bascule piers that support the drawbridges will be protected from vessel impact by very large dolphins and a fender system.  Researchers saw this bridge as a unique opportunity to provide technical support and to implement the latest technology for predicting scour depths to be used for the design of foundations (piers) for the new bridge. They sponsored the development of a three-dimensional (3D) sediment transport model that allows them to extrapolate physical model results from conditions that were not feasible to test in a flume.  Two different methods were used for extrapolating model results to full scale:  a geometric scaling procedure, and a procedure that uses the ratio of the structure width to sediment size as a scaling parameter.  Evaluations using soil analyses were very effective for determining scour elevations for several of the piers.  The Surface Modeling System--Finite Elements Surface Water Modeling System (SMS-FESWMS) model was a very useful tool for evaluating the more complex flow patterns and for making sensitivity analyses for what would happen if the construction trench fills or does not fill prior to a major flood.
KW  - Bascule bridges
KW  - Bridge engineering
KW  - Bridge piers
KW  - Cores (Specimens)
KW  - Erosion
KW  - Experiments
KW  - Extrapolation
KW  - Flumes
KW  - Highway bridges
KW  - Hydraulics
KW  - Mathematical models
KW  - Pile foundations
KW  - Scale models
KW  - Scour
KW  - Simulation
KW  - Structural analysis
KW  - Structural design
KW  - Technical assistance
KW  - U.S. Federal Highway Administration
KW  - Washington (District of Columbia)
KW  - Woodrow Wilson Memorial Bridge
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/hydra.cfm
UR  - https://trid.trb.org/view/651889
ER  - 

TY  - JOUR
AN  - 00790633
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Koklanaris, M
AU  - Federal Highway Administration
TI  - A SAFE PLACE TO REST
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 15-18
AB  - Even the most skillful truck driver becomes a highway hazard if deprived of sleep, but finding an appropriate place to stop and take a much-needed rest is a challenge for many truckers.  In a 1999 survey, more than 36% of truck drivers said that finding a rest area is which to park is a problem every night.  More than 80% said that at least once a week they continue to drive past the point of feeling safe and alert because they cannot find a place to stop and rest.  In a 1997 survey of 593 long-distance truck drivers randomly selected at private truck stops and public rest areas in New York, 25% said that at least once during the last year they had fallen asleep while driving, and 17% said it occurred on more than one occasion.  The frequency of not finding a parking space at a rest area--80% of the drivers reported that they were always or often unable to find a parking space at a public rest area at night--was associated with drivers who fell asleep at the wheel in the past year and a tendency to violate regulations.  When asked what, if anything, discouraged their use of public rest areas in New York, 51% cited inadequate parking. Other common responses were enforcement of the 2-hour parking limit (28%), prostitution/solicitation (16%), lack of security (15%), and poor or expensive food (14%).  The Department of Transportation's Federal Motor Carrier Safety Administration and the Federal Highway Administration are working on a solution.  A report to Congress on the status of rest parking for truckers, along with recommendations for addressing shortages, is due in June 2001.  A sidebar outlines the seven top concerns identified during a 1999 Rest Area Forum in Atlanta, Georgia, and some of the recommendations offered.
KW  - Drowsiness
KW  - Fatigue (Physiological condition)
KW  - Hazards
KW  - Highway safety
KW  - New York (State)
KW  - Parking facilities
KW  - Recommendations
KW  - Rest periods
KW  - Roadside rest areas
KW  - Sleep deprivation
KW  - Surveys
KW  - Traffic safety
KW  - Truck drivers
KW  - Truck facilities
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
KW  - U.S. Federal Motor Carrier Safety Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/truckers.cfm
UR  - https://trid.trb.org/view/651883
ER  - 

TY  - JOUR
AN  - 00790635
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Kane, A R
AU  - Federal Highway Administration
TI  - WHY ASSET MANAGEMENT IS MORE CRITICALLY IMPORTANT THAN EVER BEFORE
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 22-24
AB  - A good asset management framework is understanding what you have, its value, what you need to do to make improvements, the marginal gains from different investments and from different things you do to that system, and the whole host of players who are involved in managing the system.  It is necessary to have an integrated focus, a database system, engineering and economic analytical tools, and a methodology to understand the system.  In the highway program, there are two general areas that influence discussions on asset management.  The first area is the evolution from building the system to maintaining and operating what we have.  Asset management clearly covers the full gamut of preservation and operation of the system:  the whole range from preventive maintenance to reconstructing the system while placing a strengthened emphasis on operations, including traffic control operations, freight operations, and customer service.  Another major influence is the change in transportation roles for the state and federal governments and for the private sector.  State departments of transportation are decentralizing programs and project management, coalescing some support service functions, streamlining operations, and moving toward performance-based operations.  A whole range of public-private ventures are evolving, including a general trend toward increased privatization.  Outsourcing is becoming much more common.  This evolution of roles is going to continue, and asset management must be understood and embraced.
KW  - Assets
KW  - Contracting out
KW  - Customer service
KW  - Decentralization
KW  - Freight transportation
KW  - Highway maintenance
KW  - Highways
KW  - Management
KW  - Performance based specifications
KW  - Preventive maintenance
KW  - Project management
KW  - Public private partnerships
KW  - Reconstruction
KW  - State departments of transportation
KW  - Traffic control
KW  - Transportation
KW  - Transportation operations
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/kane.cfm
UR  - https://trid.trb.org/view/651885
ER  - 

TY  - JOUR
AN  - 00790631
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - NATIONAL WORK ZONE SAFETY AWARENESS WEEK: APRIL 3-7
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 8-9
AB  - To help reduce fatalities and injuries in highway construction areas, the Federal Highway Administration, American Traffic Safety Services Association, and American Association of State Highway and Transportation Officials designated April 3-7, 2000, as National Work Zone Safety Awareness Week.  The purpose of the special week is to increase awareness of the need to be especially attentive and safety-conscious when operating in a work zone.  Speeding traffic is the number one cause of injury and death in our nation's work zones.  If drivers would slow to posted speed limits in work zones, disengage from distracting activities such as cellular telephone usage, and be aware of the workers, countless lives would be saved.  The partnering organizations will work together to increase public awareness, establish and promote a common set of safety guidelines, establish a nationwide program promoting work zone safety, and suggest ways that contractors can alleviate the adverse effects of driver frustration in work zones.  A sidebar outlines six safety tips for motorists.
KW  - American Association of State Highway and Transportation Officials
KW  - American Traffic Safety Services Association
KW  - Awareness
KW  - Distraction
KW  - Drivers
KW  - Guidelines
KW  - Public information programs
KW  - Safety campaigns
KW  - Speed limits
KW  - Speeding
KW  - Traffic safety
KW  - U.S. Federal Highway Administration
KW  - Work zone safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/wzsafety.cfm
UR  - https://trid.trb.org/view/651881
ER  - 

TY  - JOUR
AN  - 00790638
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Finch, G
AU  - Federal Highway Administration
TI  - CRITTER CROSSINGS
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 35-39
AB  - Approximately 6.3 million km of public roads crisscross the United States.  Wildlife experts say these roads affect animals in several ways, including roadkill, habitat loss, and habitat fragmentation.  This article describes transportation's effects on wildlife and highlights exemplary projects and processes that are helping to reduce the adverse effects.  The strategies range from site-specific projects, such as goat bridges and bear underpasses, to regional models that combine landscape ecology, conservation biology, and human safety concerns with long-range transportation planning.  Sidebars highlight bear underpasses in Florida and wildlife linkage areas in Washington State.
KW  - Bridges
KW  - Conservation
KW  - Ecology
KW  - Fish ladders
KW  - Fishes
KW  - Florida
KW  - Habitat (Ecology)
KW  - Highways
KW  - Road kill
KW  - Roadside fauna
KW  - Transportation planning
KW  - Underpasses
KW  - Washington (State)
KW  - Wildlife
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/critters.cfm
UR  - https://trid.trb.org/view/651888
ER  - 

TY  - JOUR
AN  - 00790645
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA AND NHTSA DEVELOP PEDESTRIAN AND BICYCLE CRASH ANALYSIS TOOL
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 54
AB  - The Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA) have developed a Pedestrian and Bicycle Crash Analysis Tool (PBCAT).  PBCAT is a software product that analyzes certain details associated with crashes between motor vehicles and pedestrians or bicyclists, helps users identify problem intersections, and devises solutions.
KW  - Bicycle crashes
KW  - Crash data
KW  - Crash types
KW  - Databases
KW  - Intersections
KW  - Pedestrian-vehicle crashes
KW  - Software
KW  - Traffic crashes
KW  - U.S. Federal Highway Administration
KW  - U.S. National Highway Traffic Safety Administration
UR  - https://trid.trb.org/view/651895
ER  - 

TY  - JOUR
AN  - 00790641
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Fisher, K M
AU  - Federal Highway Administration
TI  - TRANSIMS IS COMING!
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 49-51
AB  - TRANSIMS is a series of integrated transportation and air quality analysis and forecasting models being developed at the Los Alamos National Laboratory.  The principal components of TRANSIMS are an activity generator, an intermodal route planner, a traffic microsimulation, and an environmental analysis module.  TRANSIMS will offer transportation planning agencies increased policy sensitivity, more detailed vehicle-emission estimates, and improved analysis and visualization capabilities.  TRANSIMS is part of the Travel Model Improvement Program (TMIP), a multiyear, multiagency program designed to improve both the analytical tools and the integration of these tools into the planning process. TRANSIMS is the long-term effort to redesign the modeling process from the ground up.  The modules developed for TRANSIMS contain many significant advances beyond the four-step models: disaggregate models, simulation, integrated system, highly detailed vehicle emission estimates, and operational tools.  The development of TRANSIMS' core capabilities is complete; however, a case study, set in Portland, Oregon, will explore the sensitivity of TRANSIMS software to different types of data.
KW  - Air quality
KW  - Case studies
KW  - Environmental impacts
KW  - Exhaust gases
KW  - Forecasting
KW  - Integrated systems
KW  - Intermodal transportation
KW  - Mathematical models
KW  - Portland (Oregon)
KW  - Routes
KW  - Simulation
KW  - Traffic
KW  - Transims
KW  - Transportation
KW  - Transportation planning
KW  - Trip generation
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/transims.cfm
UR  - https://trid.trb.org/view/651891
ER  - 

TY  - JOUR
AN  - 00790642
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - CLINTON PASSES MOTOR CARRIER IMPROVEMENT ACT
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 52
AB  - On December 9, 1999, President Clinton signed the Motor Carrier Improvement Act of 1999, which calls for improving the commercial driver's license program and allowing the U.S. Department of Transportation (DOT) and the states to effectively identify problem drivers and take remedial action.  The law also created the Federal Motor Carrier Safety Administration, a new office within DOT, which regulates and supports the nation's interstate commercial carrier industry.
KW  - Commercial drivers
KW  - Driver licensing
KW  - Interstate commerce
KW  - Interstate transportation
KW  - Law enforcement
KW  - Legislation
KW  - Motor Carrier Improvement act of 1999
KW  - Motor carriers
KW  - Problem drivers
KW  - Safety
KW  - U.S. Department of Transportation
KW  - U.S. Federal Motor Carrier Safety Administration
UR  - https://trid.trb.org/view/651892
ER  - 

TY  - JOUR
AN  - 00790630
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Horne, D A
AU  - Federal Highway Administration
TI  - SAFETY LEADERSHIP TODAY FOR A SAFER TOMORROW
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 4-7
AB  - The safety of the nation's traveling public is the top priority of the Department of Transportation (DOT).  All DOT agencies are working together to promote the public health and safety by working toward the elimination of transportation-related deaths, injuries, and property damage.  DOT has a clear, concise strategic goal about safety and has an organizational structure to implement its safety goal.  To further enhance public safety, DOT established aggressive and measurable strategic objectives. The Federal Highway Administration plays a very large role in achieving these strategic goals, because more than 90% of all transportation-related fatalities and injuries still occur on the nation's roadways.  The American Association of State Highway and Transportation Officials (AASHTO) with many of its partners developed the AASHTO Strategic Safety Plan.  The goal of this comprehensive plan is to substantially reduce vehicle-related fatalities and injuries on our nation's highways.  The plan includes the traditional AASHTO concerns for infrastructure plus the driver, occupants, vehicle, and postcrash responsibilities in noninfrastructure areas.  The Transportation Equity Act for the 21st Century contains a guaranteed $500 million-per-year Safety Set-Aside for hazard elimination on highways and highway grade crossings.  While the government can fund promising programs, develop new technology, and disseminate good practices, each individual must take absolute responsibility for his or her actions.  Individuals must not drink and drive, must always use their safety belt, must ensure that their vehicle's safety features are operational and well-maintained, and must always secure children in safety seats in the back of the vehicle.
KW  - American Association of State Highway and Transportation Officials
KW  - Drivers
KW  - Fatalities
KW  - Government agencies
KW  - Government funding
KW  - Highway safety
KW  - Infrastructure
KW  - Injuries
KW  - Legislation
KW  - Public health
KW  - Safety campaigns
KW  - Safety engineering
KW  - Safety programs
KW  - Strategic planning
KW  - Traffic safety
KW  - Transportation Equity Act for the 21st Century
KW  - Transportation safety
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/safldrs.cfm
UR  - https://trid.trb.org/view/651880
ER  - 

TY  - JOUR
AN  - 00790632
JO  - Public Roads
PB  - Federal Highway Administration
AU  - McDevitt, C F
AU  - Federal Highway Administration
TI  - BASICS OF CONCRETE BARRIERS
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 10-14
AB  - When most people think of concrete barriers, they think of the New Jersey Concrete Safety Shape Barrier (NJ-shape or Jersey barriers).  The key design parameter for a safety shape profile is the distance from the ground to the slope break point, because this determines how much the suspension will be compressed.  For the NJ-shape, this distance is 330 mm (13 in.).  A parametric study of various profile configurations that were labeled A-F showed the F performed distinctly better than the NJ-shape. These computer simulation results were confirmed by a series of full-scale crash tests.  However, the F-shape was not widely used, because the states were well-satisfied with the NJ-shape, which also met the crash-test criteria.  Higher concrete barriers are sometimes used as truck barriers and to provide an integral glare screen on concrete median barriers (CMBs).  The New Jersey Turnpike Authority has crash-tested and developed a 1,070-mm (42-in.) CMB that can safely contain and redirect tractor-trailers to an upright position.  Vertical concrete parapet walls do not have this energy management feature, but crash tests have demonstrated that they can perform acceptably as traffic barriers.  The need to have a single-slope barrier profile that has more consistent performance than a vertical-face concrete wall led to the development of constant-slope barriers. Portable concrete barriers have greatly improved safety in construction work zones.  Each of these barrier types fills a niche and helps meet the needs of highway agencies that select, design, and locate traffic barriers.  In terms of safety performance, the 1,070-mm (42-in.) F-shape is currently the best technology.  The F-shape profile is clearly superior to the NJ-shape and is gradually being used by more states for both portable and permanent concrete barriers.
KW  - Anti glare screens
KW  - Barriers (Roads)
KW  - Computers
KW  - Concrete
KW  - Design
KW  - Heavy duty vehicles
KW  - Impact tests
KW  - Median barriers
KW  - Parapets
KW  - Performance tests
KW  - Portable equipment
KW  - Simulation
KW  - Tractor trailer combinations
KW  - Trucks
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/concrete.cfm
UR  - https://trid.trb.org/view/651882
ER  - 

TY  - JOUR
AN  - 00790634
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Long, R R
AU  - Federal Highway Administration
TI  - THE QUEST FOR QUALITY: PENNSYLVANIA'S MEYERSDALE BYPASS PROJECT
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 19-21
AB  - The U.S. Route 219/Meyersdale Bypass Project in Somerset County, Pennsylvania, set a new standard for public-private partnering, serving as a model for the way highways are designed and constructed.  The bypass, one of the largest single-section highways ever built by the Pennsylvania Department of Transportation in Western Pennsylvania, won the Project of the Year Award at the 1999 Pennsylvania Quality Initiative (PQI) Awards Program.  It was also honored with the PQI Concrete Pavement and Environmental Award.  As a result of its success at the state level, the project was entered in national competition and was a Gold Level Winner (national runner-up) in the National Quality Initiative Awards.  A forum of partners committed themselves to achieving seven goals:  complete on time, ensure quality project with minimum disruption to the community, strive to achieve zero rework and zero claims, improve on a construction and public safety record that already exceeds industry standards, obtain rideability that is better than specified requirements, provide an environmentally sound and responsible project, and have fun.  Throughout the development of the project, team members kept a constant focus on quality.  An incentive program for pavement smoothness was offered and awarded.  The field crews had radio contact with the on-site batch plant during concrete placement and could request modifications to the concrete mix if needed.  In addition to excellent concrete, random tining was used to reduce noise created by tire/pavement interface.  Instead of using conventional texturing techniques, random spacing between the grooves reduced the noise.
KW  - Awards
KW  - Concrete pavements
KW  - Concrete plants
KW  - Environmental protection
KW  - Highway design
KW  - Highway engineering
KW  - Highways
KW  - Incentives
KW  - Meyersdale bypass Project
KW  - Mix design
KW  - Pavement performance
KW  - Public private partnerships
KW  - Quality assurance
KW  - Quality control
KW  - Quality of work
KW  - Road construction
KW  - Smoothness
KW  - Somerset County (Pennsylvania)
KW  - Specifications
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/bypass.cfm
UR  - https://trid.trb.org/view/651884
ER  - 

TY  - JOUR
AN  - 00790636
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - BEWARE OF INVASIVE SPECIES
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 25-29
AB  - Invasive species are plants and animals that are introduced into new areas in which they are not among the native flora and fauna; and because they no longer face the natural enemies or competition from their place of origin, they spread or reproduce prolifically.  Nonnative species can cause significant changes to ecosystems, upset the ecological balance, and cause economic harm to our nation's agricultural and recreational sectors.  On February 3, 1999, President Clinton signed Executive Order 13112, which directs the agencies of the executive branch of the federal government to work to prevent and control the introduction and spread of invasive species.  The Federal Highway Administration (FHWA) recommends use of federal-aid funds for new and expanded invasive species control under each state's roadside vegetation management program.  FHWA encourages the state departments of transportation to implement the Executive Memorandum on Beneficial Landscaping at every opportunity.  This includes applying it to highway landscaping projects, rest area construction, scenic overlooks, state entrances, and transportation enhancement activities.  In addition, FHWA recommends that roadside maintenance programs be given the necessary support to control and prevent invasive species. Preserving the native plants that exist on rights of way should be a priority.  When these remnants are invaded by weeds, the weeds should be controlled as quickly as possible.  Since plants do not understand political boundaries, states should work together to share information and equipment to halt the spread of invasive plants.
KW  - Ecology
KW  - Ecosystems
KW  - Federal government
KW  - Government funding
KW  - Landscaping
KW  - Legislation
KW  - Native plants
KW  - Roadside flora
KW  - Roadside flora and fauna
KW  - State departments of transportation
KW  - U.S. Federal Highway Administration
KW  - Vegetation
KW  - Vegetation control
KW  - Weed control
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/invasiv1.cfm
UR  - https://trid.trb.org/view/651886
ER  - 

TY  - JOUR
AN  - 00790643
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FRA PROPOSES REQUIREMENTS FOR TRAIN HORNS AT PUBLIC HIGHWAY-RAIL GRADE CROSSINGS
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 53
AB  - The Federal Railroad Administration (FRA) proposed a rule that would require trains to sound their horns at public highway-rail grade crossings except at select crossings in communities that meet specific criteria for quiet zones.  The proposed rule describes safety measures that communities could use in an established quiet zone that would still deter drivers from taking risks at crossings.  These measures include the use of four quadrant gates, channelization devices or crossing closures at highway-rail grade crossings, or photo enforcement to deter violators.  The rule also proposed a limit for the volume of the trains' horns.
KW  - At grade intersections
KW  - Grade crossing protection systems
KW  - Highways
KW  - Horns
KW  - Law enforcement
KW  - Railroad grade crossings
KW  - Railroad trains
KW  - Safety
KW  - U.S. Federal Railroad Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/alongroad.cfm
UR  - https://trid.trb.org/view/651893
ER  - 

TY  - JOUR
AN  - 00790644
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA AND INDUSTRY RESEARCHERS DEVELOP HIPERPAV SOFTWARE
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 53
AB  - Researchers at the Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center, along with industry researchers, developed the High-Performance Paving (HIPERPAV) System, a software package that predicts pavement performance. The system will provide a more accurate prediction of the potential for cracking in concrete pavements and overlays during construction, enabling engineers to fine-tune each job and eliminate potential problems before construction begins.
KW  - Concrete pavements
KW  - Forecasting
KW  - Overlays (Pavements)
KW  - Pavement cracking
KW  - Pavement performance
KW  - Research
KW  - Software packages
UR  - https://trid.trb.org/view/651894
ER  - 

TY  - JOUR
AN  - 00790629
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Wykle, K R
AU  - Federal Highway Administration
TI  - DEVELOPING AN "OPERATIONS VISION"
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 2-3
AB  - This article was adapted from Administrator Wykle's speech to the Intelligent Transportation Systems (ITS) World Congress, Panel 6, in Toronto, Ontario, Canada, on November 9, 1999.  In the address, Wykle claims that there is an oncoming shift in developed countries from constructing highway systems to operating what they have.  The mission for the 21st century must be to optimize the performance of the surface transportation system by actively managing and operating it in an integrated, intermodal fashion.  The Federal Highway Administration is investing in ITS and technology applications to ensure that they can improve mobility through more efficient transportation operations.  The biggest challenge facing transportation leaders will be to manage a transition from a culture based on highway construction to a culture based on operations.
KW  - Developed countries
KW  - Highway transportation
KW  - Intelligent transportation systems
KW  - Mobility
KW  - Road construction
KW  - Strategic planning
KW  - Technological innovations
KW  - Technology
KW  - Transportation engineering
KW  - Transportation operations
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/opvision.cfm
UR  - https://trid.trb.org/view/651879
ER  - 

TY  - JOUR
AN  - 00790640
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Finkle, L G
AU  - Federal Highway Administration
TI  - WIRELESS COMMUNICATIONS: A MODERN NECESSITY
PY  - 2000/03
VL  - 63
IS  - 5
SP  - p. 45-48
AB  - Federal Highway Administration (FHWA) regulations of wireless communications state that air space use allows the operating highway right of way to be used for nonhighway purposes if the FHWA or the state highway agency makes a finding that such use is in the interest of the public and that the use will not interrupt or interfere with the vehicular use of the highway.  Because of the widespread use of wireless phones by the users of the highways, there is a demonstrable public interest inherent in allowing controlled and structured use of wireless tower air space in the right of way.  A number of important concepts must be considered when dealing with the wireless providers.  The local municipalities must be involved in the selection of wireless tower sites.  The state highway agency should have space on the tower and space in the electrical vault reserved for public use.  The state highway agency should only market sites that will not be required for highway projects for at least 10 years.  The agency should also encourage wireless providers to co-locate, which will limit the number of wireless sites, while allowing more wireless providers the opportunity to establish wireless service.  Proposals that entail the use of interstate system rights of way require FHWA review and approval.  In addition, depending on the state highway agency's stewardship agreement with FHWA, proposals involving the other roads in the National Highway System may also require FHWA review and approval.
KW  - Antennas
KW  - Interstate highways
KW  - Location
KW  - Regulations
KW  - Right of way (Land)
KW  - State highway departments
KW  - State highways
KW  - Towers
KW  - U.S. Federal Highway Administration
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/publications/publicroads/00marapr/wireless.cfm
UR  - https://trid.trb.org/view/651890
ER  - 

TY  - RPRT
AN  - 00791501
AU  - Atteridge, D
AU  - Becker, M
AU  - Khan, K
AU  - Meekisho, L
AU  - Tahmasebi, B
AU  - ZHANG, L
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - FINITE ELEMENT MODELING OF RESIDUAL STRESSES IN ELECTROSLAG BUTT WELDS
PY  - 2000/03
SP  - 146 p.
AB  - Shop fabricated electroslag (ES) welds used in bridge construction have had a history of low toughness in the fusion and heat affected zones.  In addition, conventional inspection of ES weldments under shop fabrication conditions fail to consistently detect and/or correctly size weld discontinuities. These problems have led to a Federal Highway Administration requirement for removal, re-enforcement, or re-evaluation of the integrity of ES weldments in existing Federal bridges.  This study was initiated in partial response to this requirement by the Oregon Department of Transportation.  The specific tasks of this study were: a) to develop an understanding of ES weld-induced residual stresses for A36 steel with an emphasis on assessment of bridge-specific weld parameters and residual stress measurement; and b) computational modeling of ES welding (ESW) and the resultant stress distribution.  The ES weldments assessed in this study were those used in the fabrication of the Oregon State I-205 West Linn Bridge.  This research was performed by numerical modeling based on unknown welding operation parameters.  Experimental assessment of fusion zone characteristics was used as input data for the computational modeling work.  Selective etching techniques were used to reveal the solidification bands formed at the fusion line interface during ESW.  Analysis of these solidification bands allowed determination of weld pool profiles formed during welding, which are a direct function of the welding parameters.  The results indicated that the operation procedures for all of the assessed ES welds were nominally the same.  Two-dimensional (2D) and three-dimensional (3D) models were developed using finite element analysis (FEA) methods to simulate the ESW process and to analyze the effect of operating conditions on residual stress distribution.  Both Lagrangian (stationary) and Eulerian (moving) coordinate systems were assessed in the FEA.  Modeling using Eulerian coordinates was found to be over 100 times more efficient than Lagrangian coordinates.  Thus all 3D thermal-mechanical modeling was done using Eulerian coordinates. Both 2D and 3D thermal heat transfer ESW FEA models were developed using the Lagrangian system; only 3D thermal models were developed using the Eulerian coordinate systems.  The thermal modeling effort included accounting for the latent heat of solidification.  All 3D model results were in agreement, and agreed with experimentally determined ESW-induced thermal histories previously measured at the Oregon Graduate Institute. The weld-induced transient temperature fields predicted by the thermal heat transfer models were used as input into the Lagrangian Coordinate 2D mechanical 2D analysis and into the Eulerian mechanical 3D analysis of the thermally-induced mechanical response resulting in estimation ES weld-induced residual stresses.
KW  - Bridges
KW  - Deformation curve
KW  - Electroslag welding
KW  - Finite element method
KW  - Mathematical models
KW  - Residual stress
KW  - Steel
KW  - Three dimensional models
KW  - Two dimensional models
KW  - Weldments
UR  - http://ntl.bts.gov/lib/10000/10500/10588/finite.pdf
UR  - https://trid.trb.org/view/648512
ER  - 

TY  - RPRT
AN  - 00791498
AU  - Suthahar, N
AU  - Ardani, A
AU  - Morain, D
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - EARLY EVALUATION OF LTPP SPECIFIC PAVEMENT STUDIES-2 IN COLORADO
PY  - 2000/03
SP  - 43 p.
AB  - This report presents the early results of the Specific Pavement Studies-2 (SPS-2) experiment, "Strategic Study of Structural Factors for Rigid Pavements" documenting construction details of 13 different test sections with varying structural characteristics.  The SPS-2 experiment was developed as a coordinated national experiment to address the effects of various strategic environmental and structural factors on the performance of rigid pavements.  The factors studied under this experiment included concrete thickness, concrete strength, base type, lane width, drainage and environmental factors such as temperature, moisture and soil type.  Pavement thicknesses were constructed at 8 and 11 in. (20 and 28 cm).  Alternate base types included permeable asphalt-treated base (PATB), lean concrete base (LCB), and dense-graded aggregate base (DGAB). Certain sections included a widened 14-ft (4.3-m) slab in addition to the standard 12-ft (3.7-m) width.  Specific sections included the construction of pavement edge drains, while the remainder did not.  Specific sections were constructed using high- and low-strength concrete mixes to provide a difference in performance as a paving material.  This paper discusses the performance of these test sections after being in service for four years.  The results are based on monitoring data collected by the Long Term Pavement Performance (LTPP) Program.  The monitoring data includes deflection data collected by a falling weight deflectometer, profile data collected by a profilometer, friction data using the ASTM E 274 procedure and manually collected distress data.  Based on the early results of the SPS-2 experiment and a supplemental study conducted by the Colorado Department of Transportation (CDOT), the use of 14-ft (4.3-m) slabs is highly recommended.  The results of this study revealed that wider slabs improved the load-carrying capacity of the outside lane by keeping the trucks away from the longitudinal joint at the shoulder.  Structurally speaking, their contributions were found to be equivalent to 1 in. (2.54 cm) of slab thickness.  The 14-ft (4.3-m) slab is now an option for CDOT designers, primarily in a rural setting.
KW  - Base course (Pavements)
KW  - Bearing capacity
KW  - Concrete pavements
KW  - Edge drains
KW  - High strength concrete
KW  - Long-Term Pavement Performance Program
KW  - Low strength concrete
KW  - Pavement design
KW  - Pavement performance
KW  - Rigid pavements
KW  - Test sections
KW  - Thickness
KW  - Width
UR  - http://ntl.bts.gov/lib/16000/16400/16480/PB2000104044.pdf
UR  - https://trid.trb.org/view/648509
ER  - 

TY  - RPRT
AN  - 00789926
AU  - Bruce, D A
AU  - ECO Geosystems, L.P.
AU  - Federal Highway Administration
TI  - AN INTRODUCTION TO THE DEEP SOIL MIXING METHODS AS USED IN GEOTECHNICAL APPLICATIONS
PY  - 2000/03
SP  - 143 p.
AB  - The Deep Mixing Method (DMM) is an in situ soil treatment technology whereby the soil is blended with cementitious and/or other materials.  This report first traces the historical development of the various proprietary DMM methods and provides a structured summary of applications.  It also compares the applicability of DMM with other competitive forms of ground treatment and improvement.  The bulk of the report constitutes a description of the individual methods, focusing on the equipment, the procedures, and the properties of the treated soil.  The report continues by describing the nature of the market in North America, Japan, and Scandinavia, while observations are also made on the various potential barriers to further growth in the United States.  This report incorporates some factual data from an earlier Federal Highway Administration draft report (1996), but follows a different structure and philosophy.
KW  - Barriers to entry (Competition)
KW  - Binders
KW  - Deep mixing method
KW  - Equipment
KW  - Geotechnical engineering
KW  - Japan
KW  - Markets
KW  - Mixing
KW  - North America
KW  - Procedures
KW  - Scandinavia
KW  - Soil stabilization
KW  - Soils
KW  - United States
UR  - http://ntl.bts.gov/lib/16000/16300/16399/PB2000103676.pdf
UR  - https://trid.trb.org/view/648072
ER  - 

TY  - RPRT
AN  - 00933777
AU  - Bender, D
AU  - Schamber, J
AU  - MarketLine Research
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - SDDOT 1999 CUSTOMER SATISFACTION ASSESSMENT
PY  - 2000/02/29
SP  - 145 p.
AB  - This report summarizes public perceptions of the South Dakota Department of Transportation (SDDOT) performance in delivering products and services to residents across South Dakota.  It is the second survey in what is intended to be an ongoing tracking effort to monitor changes in attitudes and needs among SDDOT customers.  The first Customer Satisfaction Assessment was completed in the first half of 1997.  This second assessment was purposefully scheduled for the second half of 1999.  This allowed researchers to determine whether public opinion is influenced by seasonal factors influencing travel.  The study includes opinions of 734 residents randomly selected from listed household telephone numbers across the state.  An additional sample of 66 legislators provides contrasting viewpoints of elected officials responsible for oversight and funding of SDDOT products and services.  Two objectives guided the activities and tasks undertaken to complete this study.  The objectives were: to assess public opinion concerning the importance and quality of the SDDOT's key products and services and to recommend actions the SDDOT can take to improve its performance and public perception of that performance.  By assessing the public's opinions of the SDDOT's performance and understanding its significance, this research provides the framework for development of a management Action Plan for SDDOT response.
KW  - Attitudes
KW  - Customer satisfaction
KW  - Performance
KW  - Public opinion
KW  - South Dakota Department of Transportation
KW  - State departments of transportation
KW  - Surveys
UR  - http://www.sddot.com/business/research/projects/docs/SD1998_17_Final_Report.pdf
UR  - http://ntl.bts.gov/lib/19000/19900/19929/PB2003101459.pdf
UR  - https://trid.trb.org/view/724874
ER  - 

TY  - RPRT
AN  - 00796944
AU  - HANKEY, J M
AU  - Dingus, T A
AU  - Hanowski, R J
AU  - Wierwille, W W
AU  - ANDREWS, C
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - IN-VEHICLE INFORMATION SYSTEMS BEHAVIORAL MODEL AND DESIGN SUPPORT: FINAL REPORT
PY  - 2000/02/16
SP  - 90 p.
AB  - A great deal of effort went into producing both the model and the prototype software for this contract.  The purpose of this final report is not to duplicate the information provided about these and other topics in previous reports.  The purpose is to summarize the important aspects of this project and to finalize the model and software prototype description not covered thoroughly in previous reports.  This final report of the contract will summarize the following:  a description of the behavioral model; the four studies that were conducted to supplement the research needed for the model; how tasks from the literature were modeled and included in the prototype software; the prototype software and some of its main modules; recommendations for next steps; the titles and a brief summary of each of the previous reports written for this project.
KW  - Advanced driver information systems
KW  - Behavior
KW  - Computer models
KW  - Human factors
KW  - Intelligent transportation systems
KW  - Prototypes
KW  - Recommendations
KW  - Software
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/00135.cfm
UR  - http://ntl.bts.gov/lib/17000/17600/17682/PB2001102927.pdf
UR  - https://trid.trb.org/view/654682
ER  - 

TY  - ABST
AN  - 01461058
TI  - Society for Protective Coatings for Services Related to Technology Transfer
AB  - No summary provided.
KW  - Materials
KW  - Protective coatings
KW  - Research projects
KW  - Technology transfer
UR  - https://trid.trb.org/view/1229276
ER  - 

TY  - ABST
AN  - 01459590
TI  - LTPP Data Analysis: Daily and Seasonal Variations in Insitu Material Properties
AB  - The objectives of this research are (1) to document, based on the data available from the LTPP studies, patterns of change in daily and seasonal insitu pavement material properties; (2) to determine, based on the data available from the LTPP studies, relationships between daily and seasonal insitu pavement material properties and temperature, moisture, and other related factors; and (3) to investigate the relationships between these properties and the daily and seasonal structural capacity of flexible and rigid pavements. The findings of this research will provide guidance for the design of new and rehabilitated pavement structures and for decisions regarding seasonal load restrictions.
KW  - Data collection
KW  - Flexible pavements
KW  - Long range planning
KW  - Materials
KW  - National Cooperative Highway Research Program
KW  - Pavement performance
KW  - Properties of materials
KW  - Research projects
KW  - Rigid pavements
KW  - Seasons
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=602
UR  - https://trid.trb.org/view/1227804
ER  - 

TY  - ABST
AN  - 01549326
TI  - Verification of Gyration Levels in the Ndesign Table
AB  - The objective of this project is to verify through a series of field project evaluations that the gyration levels in the Ndesign table in American Association of State Highway and Transportation Officials (AASHTO) TP4 are correct for the stated project traffic levels and to modify the levels as necessary.
KW  - Compaction
KW  - Concrete mixing
KW  - Design
KW  - Field tests
KW  - Gyratory testing machines
KW  - National Cooperative Highway Research Program
KW  - Superpave
KW  - Traffic density
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=944
UR  - https://trid.trb.org/view/1339642
ER  - 

TY  - RPRT
AN  - 01613803
AU  - Jáuregui, D V
AU  - Yura, J A
AU  - Frank, K H
AU  - Wood, S L
AU  - Jirsa, J O
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Measurement-Based Evaluation of Noncomposite Steel Girder Bridges
PY  - 2000/02
SP  - 252p
AB  - The results from an experimental study into the behavior of noncomposite slab-on-steel girder bridges are presented. Two bridge units were tested under increasing static loads beyond first yield of the girders with a flatbed trailer loaded with concrete barriers. The load tests were unique in that dump trucks were applied between trailer load cycles to monitor the effect of overloads on the bridge response. Measured deformations included strain, vertical deflection, and girder-slab slip. Lateral load distribution was evaluated experimentally by expressing the bending moment in each girder section (derived from the measured strains) as a percentage of the total bridge moment. The strain derived bridge moment was lower than the statical bridge moment due in part to bearing restraint and deck stiffness. Measured distribution factors compared well with finite element analysis but were below empirical factors from the American Association of State Highway and Transportation Officials (AASHTO) Standard (1996) and Load and Resistance Factor Design (LRFD) (1998) Specifications. There was better agreement with the LRFD-based values. The heavy trailer loads had no significant impact on the load distribution and partial composite action of the girders. More significant changes occurred between different transverse load positions of the dump truck. A proposed experimental bridge rating process was developed that consists of a hierarchy of steps of increasing complexity and effort, some of which do not require load testing. The process terminates once a satisfactory rating is achieved. Procedures for using measured distribution factors and section moduli for the girders to improve the AASHTO Allowable Stress and Load Factor ratings are given.
KW  - Bending moments
KW  - Deformation
KW  - Evaluation
KW  - Finite element method
KW  - Girder bridges
KW  - Load and resistance factor design
KW  - Load tests
KW  - Overweight loads
KW  - Steel bridges
UR  - http://library.ctr.utexas.edu/digitized/texasarchive/phase2/1746-1.pdf
UR  - http://ntl.bts.gov/lib/60000/60200/60231/1746-1.pdf
UR  - https://trid.trb.org/view/1425487
ER  - 

TY  - RPRT
AN  - 01062366
AU  - Federal Highway Administration
TI  - Route 19 Missouri River Replacement Bridge Project, Gasconade and Montgomery counties : environmental impact statement
PY  - 2000/02//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/821863
ER  - 

TY  - RPRT
AN  - 00988119
AU  - Gross, S P
AU  - Burns, N H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - FIELD PERFORMANCE OF PRESTRESSED HIGH PERFORMANCE CONCRETE HIGHWAY BRIDGES IN TEXAS
PY  - 2000/02
SP  - 668 p.
AB  - Two prestressed high performance concrete (HPC) highway bridges were constructed in Texas utilizing concrete with 56 day design strengths of up to 97 MPa (14,000 psi). The utilization of HPC allowed for longer spans and larger girder spacing than typically used in conventional prestressed concrete bridges. An extensive research program was conducted to monitor the short- and long-term structural behavior of these unique highway bridge structures. The Louetta Road Overpass near Houston, Texas, consists of two adjacent three-span simply supported HPC highway bridges. The Louetta bridges utilize the Texas U-beam in conjunction with high performance concrete and 15 mm (0.6 in.) diameter prestressing strands, resulting in an efficient structural design. The North Concho River/US 87/S. O. R. R. Overpass in San Angelo, Texas, consists of a 290 m (951 ft) long eight-span HPC Eastbound bridge and an adjacent 292 m (958 ft) long nine-span conventional concrete Westbound bridge. Both bridges utilize the AASHTO Type IV beam cross-section in the main spans. HPC was used in conjunction with 15 mm (0.6 in.) diameter strands to increase span lengths and girder spacing in the Eastbound HPC bridge relative to the conventional concrete Westbound bridge. As part of the research program, instrumentation gauges were placed in selected structural components of the bridges. These gauges were monitored through the construction process and into the service lives of the completed bridges. Data were collected on prestress losses, beam deflection (camber), concrete strains, and concrete temperatures. These data were analyzed to examine the applicability of current standard design procedures and assumptions for highway bridges using HPC, and to compare the structural behavior of the two bridges, which represent similar yet different implementations of HPC in highway bridge structures.
KW  - Beams
KW  - Construction
KW  - Deflection
KW  - Field studies
KW  - Girders
KW  - High performance concrete
KW  - Highway bridges
KW  - Measuring instruments
KW  - Monitoring
KW  - Performance
KW  - Prestressed concrete bridges
KW  - Service life
KW  - Spacing
KW  - Strain (Mechanics)
KW  - Structural behavior
KW  - Structural design
KW  - Temperature
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/9_580_589_2.pdf
UR  - https://trid.trb.org/view/753761
ER  - 

TY  - RPRT
AN  - 00988080
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
AU  - Idaho Transportation Department
AU  - Wyoming Department of Transportation
AU  - Department of the Interior
TI  - GREATER YELLOWSTONE RURAL ITS PRIORITY CORRIDOR PROJECT TECHNICAL MEMORANDUM 12, STRATEGIC PLAN
PY  - 2000/02
SP  - 79 p.
AB  - This document is to function as the Strategic Plan for the Greater Yellowstone Rural Intelligent Transportation Systems (GYRITS) Project. This report is a result of Task 12, Develop ITS System Architecture and Operations Report, for the GYRITS Project. The purpose of this Task is to document findings of the study to date as well as offer realistic and implementable strategies. Specifically, this task will (1) develop a strategic deployment plan, (2) finalize project descriptions, (3) estimate costs and benefits, (4) identify funding sources and (5) define organizational roles and responsibilities.
KW  - Benefit cost analysis
KW  - Deployment
KW  - Financing
KW  - Greater Yellowstone Rural ITS project
KW  - Intelligent transportation systems
KW  - National parks
KW  - Organizations
KW  - Responsibilities
KW  - Roles
KW  - Rural areas
KW  - Strategic planning
KW  - Yellowstone National Park
UR  - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=GYRITS1_Task_12.pdf
UR  - https://trid.trb.org/view/753722
ER  - 

TY  - RPRT
AN  - 00811177
AU  - Postma, S
AU  - Stevenson, D
AU  - Schroeder, J
AU  - Roberts, J
AU  - Brantley, R
AU  - Wangelin, G
AU  - Whedon, R
AU  - Carter & Burgess, Incorporated
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - I-15 CORRIDOR RECONSTRUCTION PROJECT DESIGN/BUILD EVALUATION 1999 ANNUAL REPORT
PY  - 2000/02
SP  - 48 p.
AB  - This report is the first 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.  This report covers three areas of investigation.  The first area covered by this report is a final evaluation of the design process used by Wasatch Constructors.  The second is a follow up of the QA/QC program established by them for both the design and construction portions of the project.  The third covers innovative design and construction methods used on the project.  The design evaluation is the last of a two-year evaluation of the design process used. The QC/QA is the second of four annual evaluations to be completed.  The area of investigation covering innovative construction methods is the first of three evaluations of this topic.
KW  - Annual reports
KW  - Construction
KW  - Design
KW  - Design build
KW  - Evaluation
KW  - Innovation
KW  - Interstate highways
KW  - Quality assurance
KW  - Quality control
KW  - Reconstruction
KW  - Utah
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=55825
UR  - https://trid.trb.org/view/679802
ER  - 

TY  - RPRT
AN  - 00929123
AU  - Mahmassani, H S
AU  - McNerney, M
AU  - Slaughter, Kimberly
AU  - Chebli, H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - SYNTHESIS OF LITERATURE AND APPLICATION TO TEXAS AIRPORTS
PY  - 2000/02
SP  - 52 p.
AB  - Air transportation plays a vital role in the Texas economy.  Air passenger/cargo traffic is projected to continue to increase considerably at many of the state's large airports.  Ground access to airports is an important function that must be provided for at the regional level as well as in the immediate vicinity of the facility itself.  Congestion problems affecting airport access are in some instances reaching unacceptable proportions; there are also concerns regarding the negative impacts such congestion is having on air quality and other environmental considerations.  Accordingly, these issues require concerted action to meet project needs.  To address the above challenges and current gaps, this project takes a comprehensive look at the landside access issues associated with the major airports in the state.  It seeks to improve on existing planning procedures and processes to meet the unique needs of airport traffic demand, for both people and goods.  To be effective, planning for airport ground access must be multimodal and intermodal, consider operational, regulatory and capital-intensive infrastructure provision issues, consider multiple levels of scale/resolution, and recognize the unique dynamic aspects of air traffic demand, i.e., its temporal patterns.  This report presents an overview and synthesis of the literature reviewed under the first task.  The research team concludes that the motivation and the need for the ground access study is high and that existing approaches and documents are insufficient to meet the needs for strategic ground access planning of major airports in Texas.
KW  - Air quality
KW  - Airport access
KW  - Airport ground transportation
KW  - Airports
KW  - Environmental impacts
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Literature reviews
KW  - Multimodal transportation
KW  - Passenger transportation
KW  - Texas
KW  - Traffic congestion
KW  - Transportation planning
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1849_1.pdf
UR  - http://ntl.bts.gov/lib/19000/19400/19432/PB2002106912.pdf
UR  - https://trid.trb.org/view/719041
ER  - 

TY  - RPRT
AN  - 00929112
AU  - Kim, S-M
AU  - Won, M C
AU  - McCullough, B F
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - THREE-DIMENSIONAL NONLINEAR FINITE ELEMENT ANALYSIS OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS
PY  - 2000/02
SP  - 76 p.
AB  - Continuously reinforced concrete pavement (CRCP) performance depends primarily on early-age cracks that result from changes in temperature and drying shrinkage.  This report presents the findings of a study of the early-age behavior of CRCP in response to temperature change using a three-dimensional finite element model.  The nonlinear effects of the bond slip between concrete and steel and between concrete and base have been studied.  The modeling for the curling effect and the viscoelastic material characteristics have also been considered. The test results from the two-dimensional and three-dimensional models have been compared to verify the possibility of using a two-dimensional model.  From this project it has been found that the crack width and the concrete stress are dependent in the transverse steel arrangement near the edge (longitudinal joint), but almost independent in the interior of the slab.  The tensile stress occurring at the top of the edge on the transverse steel location can be higher than that occurring at the top of the slab center.  This observation represents the possibility of forming a transverse crack from the edge on the transverse steel location.  The two-dimensional model with the plane stress element gives results very close to those of the three-dimensional model except near the edge.
KW  - Bond slip
KW  - Continuously reinforced concrete pavements
KW  - Cracking of concrete pavements
KW  - Curling
KW  - Finite element method
KW  - Nonlinear effects
KW  - Pavement performance
KW  - Stresses
KW  - Temperature
KW  - Three dimensional analysis
KW  - Transverse cracking
KW  - Two dimensional analysis
KW  - Viscoelasticity
KW  - Width
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1831_1.pdf
UR  - https://trid.trb.org/view/719030
ER  - 

TY  - RPRT
AN  - 00928076
AU  - Landsberger, B J
AU  - Rioux, T
AU  - Owen, T E
AU  - McNerney, M T
AU  - Harrison, R
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - STUDY OF STATEWIDE TYPE II NOISE ABATEMENT PROGRAM FOR THE TEXAS DEPARTMENT OF TRANSPORTATION
PY  - 2000/02
SP  - 100 p.
AB  - This project provides sufficient information to the Texas Department of Transportation and the Texas Transportation Commission to make an informed decision regarding the development and implementation of a statewide Type II Noise Abatement Program.  It was not the purpose or intent of the project to provide a recommendation or to propose a specific course of action.  The report covers a detailed review of other states' noise abatement policies and programs for existing highways, an estimate of the magnitude of the traffic noise impact from existing highways on Texas residences, and a description of a possible Type II program, including a project prioritization system.  This information can be used to decide on an existing highway noise abatement policy and, if necessary, to design a Type II program for Texas.
KW  - Estimates
KW  - Noise barriers
KW  - Noise control
KW  - Policy
KW  - States
KW  - Strategic planning
KW  - Texas
KW  - Traffic noise
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1754_1.pdf
UR  - http://ntl.bts.gov/lib/17000/17000/17041/PB2000106958.pdf
UR  - https://trid.trb.org/view/718788
ER  - 

TY  - RPRT
AN  - 00818843
AU  - Durkop, B R
AU  - Dudek, C L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TEXAS DRIVER UNDERSTANDING OF ABBREVIATIONS FOR DYNAMIC MESSAGE SIGNS
PY  - 2000/02
SP  - 74 p.
AB  - This report presents recommendations to improve the design of messages for dynamic message signs (DMSs).  Specifically, it presents recommendations for effective abbreviations that can be used when the required DMS message exceeds the space available on a sign.  Abbreviations are especially useful in portable DMSs which have a space limitation of eight characters per line.  The recommendations are made based on the results of human factors studies that were conducted in the following six Texas Department of Transportation districts:  Austin, Dallas, El Paso, Fort Worth, Houston and San Antonio.
KW  - Abbreviations
KW  - Human factors
KW  - Messages (Communications)
KW  - Variable message signs
UR  - http://ntl.bts.gov/lib/18000/18500/18518/PB2002100356.pdf
UR  - https://trid.trb.org/view/691457
ER  - 

TY  - RPRT
AN  - 00812513
AU  - TAYLOR, C
AU  - Meldrum, D
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - A PROGRAMMER'S GUIDE TO THE FUZZY LOGIC RAMP METERING ALGORITHM: SOFTWARE DESIGN, INTEGRATION, TESTING, AND EVALUATION
PY  - 2000/02
SP  - 124 p.
AB  - A Fuzzy Logic Ramp Metering Algorithm was implemented on 126 ramps in the greater Seattle area.  This report documents the implementation of the Fuzzy Logic Ramp Metering Algorithm at the Northwest District of the Washington State Department of Transportation.  This programmer's guide contains the software design for the new and modified code, the integration procedure, the results of software regression testing, the test results of new functionality, a discussion of the performance evaluation software used, the algorithm's transferability to other regions, and recommendations for the future.  Two other related reports cover the project's research approach, evaluation method, and the results of on-line testing of the Fuzzy Logic Ramp Metering Algorithm, as well as the algorithm design and tuning technique.
KW  - Algorithms
KW  - Design
KW  - Freeway operations
KW  - Fuzzy logic
KW  - Implementation
KW  - Performance evaluations
KW  - Ramp metering
KW  - Seattle (Washington)
KW  - Software
KW  - Testing
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/481.3.pdf
UR  - http://ntl.bts.gov/lib/16000/16400/16427/PB2000103876.pdf
UR  - http://ntl.bts.gov/lib/18000/18300/18345/PB2001108220.pdf
UR  - https://trid.trb.org/view/680551
ER  - 

TY  - RPRT
AN  - 00812500
AU  - TAYLOR, C
AU  - Meldrum, D
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF A FUZZY LOGIC RAMP METERING ALGORITHM: A COMPARATIVE STUDY AMONG THREE RAMP METERING ALGORITHMS USED IN THE GREATER SEATTLE AREA
PY  - 2000/02
SP  - 63 p.
AB  - A fuzzy logic ramp metering algorithm was implemented on 126 ramps in the greater Seattle area.  Two multiple-ramp study sites were evaluated by comparing the fuzzy logic controller (FLC) to the other two ramp metering algorithms in operation at those sites over a four-month period.  At the first study site, the days when the FLC was metering had lower mainline occupancies and higher throughput volumes in comparison to the days when the local algorithm was metering.  At the second study site, the days when the FLC was metering had mainline occupancies that were similar, queues that were shorter, and throughput that was similar to the days when the bottleneck algorithm was metering.
KW  - Algorithms
KW  - Comparative analysis
KW  - Freeway operations
KW  - Fuzzy logic
KW  - Ramp metering
KW  - Seattle (Washington)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/481.2.pdf
UR  - http://ntl.bts.gov/lib/16000/16400/16425/PB2000103874.pdf
UR  - http://ntl.bts.gov/lib/18000/18300/18344/PB2001108219.pdf
UR  - https://trid.trb.org/view/680530
ER  - 

TY  - RPRT
AN  - 00812499
AU  - TAYLOR, C
AU  - Meldrum, D
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - ALGORITHM DESIGN, USER INTERFACE, AND OPTIMIZATION PROCEDURE FOR A FUZZY LOGIC RAMP METERING ALGORITHM: A TRAINING MANUAL FOR FREEWAY OPERATIONS ENGINEERS
PY  - 2000/02
SP  - 120 p.
AB  - This training manual describes in detail the fuzzy logic ramp metering algorithm implemented system-wide in the greater Seattle area.  The method for defining the inputs to the controller and optimizing the performance of the algorithm is explained.  Instructions are given for observing and tuning the algorithm through the user interface.  Examples of how to solve various problems are also provided.
KW  - Algorithms
KW  - Freeway operations
KW  - Fuzzy logic
KW  - Manuals
KW  - Optimization
KW  - Ramp metering
KW  - Seattle (Washington)
KW  - Training
KW  - User interfaces (Computer science)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/481.1.pdf
UR  - http://ntl.bts.gov/lib/16000/16400/16426/PB2000103875.pdf
UR  - https://trid.trb.org/view/680529
ER  - 

TY  - RPRT
AN  - 00806858
AU  - Noel, J S
AU  - Dresser, G B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TECHNOLOGY ADVANCES IN DELIVERING WEATHER DATA TO TEXAS PILOTS AND OTHER USERS
PY  - 2000/02
SP  - 124 p.
AB  - This project will ultimately serve to supplement the manner in which Texas pilots receive weather data.  This will be accomplished first by inventorying the sources used by pilots to get weather data.  The reliability, and convenience, of these sources will be evaluated and the unmet needs enumerated.  The approach described above will be tailored to the needs of pilots with all levels of competency.  This includes the weekend-only pilot interested in whether the local area will continue to have visual meteorological conditions (VMC) to those planning a cross-country routing in VMC, to the high time, instrument-rated pilot who will wonder about airframe icing on route or about low ceiling and visibility at the destination.  Characterizing these sources of weather data and contrasting them to the classes and needs of Texas pilots was the essence of the first year of the project.  With respect to the pilots, these "needs" were further contrasted with the weather-related accident statistics during the second year of the project to find if there is an indication of any relationship.  The second year was dedicated to implementing, on an experimental basis, the recommendations resulting from the first year of research.  Educating the user (pilot) was a major part of this effort.
KW  - Air transportation crashes
KW  - Data sources
KW  - Education
KW  - General aviation pilots
KW  - Information dissemination
KW  - Texas
KW  - Visual meteorological conditions
KW  - Weather conditions
UR  - https://trid.trb.org/view/672800
ER  - 

TY  - RPRT
AN  - 00800251
AU  - Careaga, A
AU  - Allen, T
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - LIGHT EMITTING DIODE (LED) SIGNAL INSTALLATION
PY  - 2000/02
SP  - 26 p.
AB  - Red, green and yellow light emitting diode (LED) signals were compared to incandescent bulbs of the same color.  Using the life cycle cost analysis approach, LED signals were more cost effective than incandescent bulbs and comments were favorable that they were brighter.  Red LED signals have already been implemented into Missouri Department of Transportation operations.  Green LED signals will soon be used within the department as well.  Yellow LED signals should be considered for use after Institute of Traffic Engineers approval although the cost savings for yellow will be less since it is not as active as red and green.
KW  - Alternatives analysis
KW  - Cost effectiveness
KW  - Incandescent lamps
KW  - Life cycle costing
KW  - Light emitting diodes
KW  - Traffic signal hardware
UR  - http://library.modot.mo.gov/RDT/reports/RI96023/RDT99010.pdf
UR  - http://ntl.bts.gov/lib/17000/17300/17384/PB2001101248.pdf
UR  - https://trid.trb.org/view/666432
ER  - 

TY  - RPRT
AN  - 00798960
AU  - Decina, L E
AU  - American Trade Initiatives
AU  - Scientex Corporation
AU  - Federal Highway Administration
TI  - INTERNATIONAL GUIDE TO HIGHWAY TRANSPORTATION INFORMATION: VOLUME 3 - DOCUMENT DELIVERY SUPPLIERS
PY  - 2000/02
SP  - 28 p.
AB  - This guide identifies worldwide document delivery suppliers who provide, upon request and usually a service fee, copies of research reports, journal articles, conference proceedings, standards and regulations, gray papers, and other types of documents and information materials covering the highway transportation field.  These suppliers are (for the most part) commercial entities; and many of them are associated with bibliographic information database producers and large library and information centers.  Many of these document delivery suppliers include other subject areas.  This guide, Volume 3, is part of a multi-volume set of guides.  In this volume, information about each document delivery supplier is displayed in tabular form, one entity per page.  Information includes: name; address; telephone and fax number; e-mail address; web site; description of services; average costs per document delivered; and additional information.  Volume 1 has been produced and identifies highway transportation libraries and information centers in the world.  In the near future, other volumes will be produced.  Volume 2 will identify web sites; Volume 4 will identify bibliographic and non-bibliographic databases; and Volume 5 will identify highway transportation research centers, associations, organizations, and other professional societies.  A final guide will incorporate all five volumes and include an index.
KW  - Document delivery
KW  - Guides to information
KW  - Highway transportation
KW  - International
KW  - Suppliers
UR  - http://international.fhwa.dot.gov/pdfs/ightivol3.pdf
UR  - http://ntl.bts.gov/lib/9000/9000/9021/ightivol3.pdf
UR  - https://trid.trb.org/view/665932
ER  - 

TY  - RPRT
AN  - 00798958
AU  - Decina, L E
AU  - American Trade Initiatives
AU  - Scientex Corporation
AU  - Federal Highway Administration
TI  - INTERNATIONAL GUIDE TO HIGHWAY TRANSPORTATION INFORMATION: VOLUME 1 - HIGHWAY TRANSPORTATION LIBRARIES AND INFORMATION CENTERS
PY  - 2000/02
SP  - 134 p.
AB  - The purpose of this guide is to provide a resource on worldwide transportation libraries and information centers for domestic and international professionals in the highway transportation field.  This guide, Volume 1, is part of a multi-volume set of guides.  In this volume, information about each library/information center is displayed in tabular form, one institution per page.  Information includes:  name of country; name of library/information center (in national language and English); mailing address; telephone and fax numbers; e-mail address; web site; contact; coverage (topics covered in library); collection size - titles (i.e., books, reports, monographs, conference proceedings, other literature) and serials (i.e., journals, periodicals, bulletins, newsletters); special collections; and additional information.  Volume 2 will identify web sites; Volume 3 will identify document delivery suppliers; Volume 4 will identify bibliographic and non-bibliographic databases; and Volume 5 will identify highway transportation research centers, associations, organizations, and other professional societies.  A final guide will incorporate all five volumes and include an index.  The volumes will be available in electronic form on the Federal Highway Administration's web site (www.fhwa.dot.gov).  The final guide will also be produced in hard copy.
KW  - Guides to information
KW  - Highway transportation
KW  - Information services
KW  - International
KW  - Libraries
UR  - http://international.fhwa.dot.gov/pdfs/ightivol1.pdf
UR  - http://ntl.bts.gov/lib/9000/9000/9019/ightivol1.pdf
UR  - https://trid.trb.org/view/665930
ER  - 

TY  - JOUR
AN  - 00797013
JO  - Research & technology transporter
PB  - Federal Highway Administration
AU  - Meczkowski, L
AU  - Federal Highway Administration
TI  - FOIL CRASH VEHICLES DOUBLE AS TEST VEHICLES FOR FIREMEN
PY  - 2000/02
SP  - 1 p.
AB  - Once vehicles have been crash tested, they are typically of little use and are sold as scrap.  Recently, however, several 1995 four-door Honda Accord sedans, that had been crash tested at the Federal Highway Administration's Federal Outdoor Impact Laboratory (FOIL) as part of a side-impact research study for the National Highway Traffic Safety Administration (NHTSA), were used for training purposes by the Fairfax County (Virginia) Fire and Rescue Department.  The firemen practiced occupant extrication techniques on the crashed vehicles.  Additionally, the fire department used this exercise to test and evaluate new techniques and equipment.  The training exercise also provided NHTSA with valuable information.  During accident reconstruction, it is often difficult to distinguish between damage caused by the accident and that imparted by fire departments' extrication techniques.  Representatives from NHTSA attended the training exercises and observed the signature damage imposed by a fire and rescue team.
KW  - Crash reconstruction
KW  - Emergency equipment
KW  - Emergency training
KW  - Equipment tests
KW  - Firefighters
KW  - Impact tests
KW  - Loss and damage
KW  - Rescue equipment
KW  - Test vehicles
UR  - https://trid.trb.org/view/658522
ER  - 

TY  - RPRT
AN  - 00796921
AU  - Fernando, E G
AU  - Texas Transportation Institute
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF A RADAR ANALYSIS PROGRAM FOR LAYER THICKNESS DETERMINATIONS
PY  - 2000/02
SP  - 100 p.
AB  - Ground Penetrating Radar (GPR) provides a safe, nondestructive method of estimating pavement layer thicknesses at highway speed.  To address the need for developing a data base of pavement layer thicknesses over the state highway network, the Florida Department of Transportation (FDOT) funded a project with the Texas Transportation Institute that developed a computer program for analyzing GPR data in a production environment.  To achieve this, the program incorporates decision criteria for automated detection of layer interfaces.  From a sensitivity analysis, the effects of the decision criteria were observed to be logical and consistent with the expected trends in the variation of the detected peaks with changes in the criteria used.  Further tests to verify peak tracking capability demonstrated the stability of the method.  In particular, results showed that the algorithm is able to handle gradual or sudden changes in the patterns of the interface reflections as well as gaps in the data.  The amplitudes and arrival times of the interface reflections are used to compute layer thicknesses based on a general n-layered pavement model.  Verification of the thickness predictions against core data from sites surveyed with GPR showed acceptable accuracy for uncalibrated estimates of surface thickness.  In particular, the average of the absolute differences between the means of predicted and measured surface thicknesses was found to be 0.30 in.  Because of the absence of measured base thicknesses, it was not possible to verify the base predictions on the sites tested.  It is recommended that this be done by FDOT at a future date, perhaps as part of its GPR implementation efforts.  Initial implementation should be directed at the inventory of layer thicknesses for the Turnpikes.  The relatively small size of this highway subsystem provides a manageable starting point for the planned development of a network level data base of pavement layer thicknesses in the state.
KW  - Accuracy
KW  - Computer programs
KW  - Estimates
KW  - Ground penetrating radar
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Thickness
UR  - https://trid.trb.org/view/654659
ER  - 

TY  - RPRT
AN  - 00796886
AU  - Higgins, L L
AU  - Hickman, M D
AU  - Weatherby, C A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - EMERGENCY MANAGEMENT PLANNING FOR TEXAS TRANSIT AGENCIES: A GUIDEBOOK
PY  - 2000/02
SP  - 208 p.
AB  - This guidebook provides an overview of emergency planning guidelines for rural and small urban transit agencies, including hazard mitigation, emergency procedures, coordination with other local agencies, training, and emergency response and recovery considerations.  The guidebook includes examples and appendices from other publications and from existing transit emergency plans, as well as contact information for additional publications, software, and training related to emergency planning.
KW  - Disaster preparedness
KW  - Emergencies
KW  - Emergency procedures
KW  - Emergency response and recovery
KW  - Emergency training
KW  - Guidelines
KW  - Hazard mitigation
KW  - Planning
KW  - Rural areas
KW  - Small towns
KW  - Texas
KW  - Transit operating agencies
UR  - https://trid.trb.org/view/654648
ER  - 

TY  - RPRT
AN  - 00795416
AU  - Ellis, R
AU  - Glagola, C
AU  - Flora, L
AU  - Shahriari, P
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - VALIDATION OF PROTOTYPE FDOT STATISTICAL ACCEPTANCE METHODS FOR FDOT CONSTRUCTION PROJECTS
PY  - 2000/02
SP  - 108 p.
AB  - The objective of this report was to review the proposed new statistical acceptance procedures of the Florida Department of Transportation.  The research focused on portland cement concrete and soil compaction.  A database of historical test values for concrete and earthwork was developed.  Using statistical calculations and computer simulations, the efficiency of the proposed acceptance procedure was evaluated. Suggestions for improving the procedure were developed.
KW  - Acceptance tests
KW  - Databases
KW  - Florida
KW  - Portland cement concrete
KW  - Quality control
KW  - Simulation
KW  - Soil compaction
KW  - Statistical analysis
KW  - Validation
UR  - https://trid.trb.org/view/654175
ER  - 

TY  - RPRT
AN  - 00795423
AU  - Barr, Paul J.
AU  - Stanton, John F
AU  - Eberhard, Marc O
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - LIVE LOAD DISTRIBUTION FACTORS FOR WASHINGTON STATE SR 18/SR 516 OVERCROSSING
PY  - 2000/02
SP  - 95 p.
AB  - This report presents an evaluation of live-load distribution factors for a series of three-span, prestressed concrete girder bridges.  The response of one bridge, measured during a static live-load test, was used to evaluate the reliability of a finite-element model.  Twenty-four variations of this model were then used to evaluate the procedures for computing live-load distribution factors that are embodied in three bridge design codes.  The finite-element models were also used to investigate the effects that lifts, intermediate diaphragms, end diaphragms, continuity, skew angle and load type have on distribution factors.  For geometries similar to those considered in the development of the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Specifications (1994), the distribution factors computed with the finite-element models were within 6 percent of the code values.  However, for the geometry of the bridge that was tested, the discrepancy was 28%.  Lifts, end diaphragms, skew angle and load type significantly decreased the distribution factors, while continuity and intermediate diaphragms had the least effect.  If the bridge had been designed using the distribution factors calculated with the finite-element model rather than the code values, the required concrete release strength could have been reduced by 6.9 MPa (1000 psi), or the live load could have been increased by 38%.
KW  - Design
KW  - Diaphragms (Engineering)
KW  - Finite element method
KW  - Girder bridges
KW  - Lifts
KW  - Live loads
KW  - Load factor
KW  - Prestressed concrete bridges
KW  - Skew angle
KW  - Washington (State)
UR  - http://ntl.bts.gov/lib/17000/17000/17033/PB2000106937.pdf
UR  - https://trid.trb.org/view/654181
ER  - 

TY  - RPRT
AN  - 00795254
AU  - Mokwa, R L
AU  - Duncan, J M
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - INVESTIGATION OF THE RESISTANCE OF PILE CAPS AND INTEGRAL ABUTMENTS TO LATERAL LOADING
PY  - 2000/02
SP  - 74 p.
AB  - This research provides a means of assessing and quantifying many important aspects of pile group and pile cap behavior under lateral loads.  The program of work performed in this study includes developing a full-scale field test facility, conducting approximately 30 lateral load tests on pile groups and pile caps, performing laboratory geotechnical tests on natural soils obtained from the site and on imported backfill materials, and performing analytical studies.  A detailed literature review was also conducted to assess the current state of practice in the area of laterally loaded pile groups.  A method called the "group-equivalent pile" approach (abbreviated GEP) was developed for creating analytical models of pile groups and pile caps that are compatible with established approaches for analyzing single laterally loaded piles.  A method for calculating pile cap resistance-deflection curves (p-y curves) was developed during this study, and has been programmed in the spreadsheet called PYCAP.  A practical, rational, and systematic procedure was developed for assessing and quantifying the lateral resistance that pile caps provide to pile groups.  Comparisons between measured and calculated load-deflection responses indicate that the analytical approach developed in this study is conservative, reasonably accurate, and suitable for use in the design of pile caps and integral abutments.  The results of this research are expected to improve the current state of knowledge and practice regarding pile group and pile cap behavior.
KW  - Backfill soils
KW  - Bridge abutments
KW  - Field tests
KW  - Integral abutments
KW  - Laboratory tests
KW  - Lateral loads
KW  - Literature reviews
KW  - Load tests
KW  - Mathematical models
KW  - P-Y curves
KW  - Pile caps
KW  - Pile groups
KW  - Soil tests
KW  - Soils
KW  - Spreadsheets
KW  - Test facilities
UR  - http://ntl.bts.gov/lib/16000/16300/16328/PB2000103425.pdf
UR  - https://trid.trb.org/view/654089
ER  - 

TY  - RPRT
AN  - 00795249
AU  - Clemena, G G
AU  - Jackson, D R
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - CATHODIC PROTECTION OF CONCRETE BRIDGE DECKS USING TITANIUM MESH ANODES
PY  - 2000/02
SP  - 26 p.
AB  - Anodes are a critical component of cathodic protection systems. A continuous research effort in Virginia is being aimed at searching for the most suitable anode for use in cathodic protection of the various types of concrete bridge components that are exposed to intrusion by chloride ions.  As part of this effort, three different catalyzed titanium mesh anodes were tested, side by side, in a cathodic protection system that was designed and constructed (in conjunction with the rehabilitation of several concrete deck spans) to prevent further reinforcement corrosion-related damage to these structures.  The purpose of this study was to determine whether this type of new anode is suitable for application in bridge decks, and if any of the three mesh anodes tested in this study excels over the other. It was observed during construction that the installation of these mesh anodes is compatible with the normal construction procedures involved in the rehabilitation of bridge decks. Observations made during the first four years of operation indicated that, among all the different types of anodes tested to date for bridge decks, the three mesh anodes tested in this study were the most effective.  These newly tested anodes probably have a considerably longer service life than other anodes that have been tested to date.  Furthermore, there was no significant difference in the operational characteristics of the three mesh anodes tested in this study.
KW  - Anodes
KW  - Anodic materials
KW  - Bridge decks
KW  - Cathodic protection
KW  - Chlorides
KW  - Corrosion protection
KW  - Installation
KW  - Performance tests
KW  - Reinforced concrete
KW  - Service life
KW  - Titanium
KW  - Titanium mesh anodes
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r14.pdf
UR  - http://ntl.bts.gov/lib/16000/16300/16314/PB2000103397.pdf
UR  - https://trid.trb.org/view/654084
ER  - 

TY  - RPRT
AN  - 00793322
AU  - Rikoon, J S
AU  - Pigg, K E
AU  - Bentivegna, P
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - CONSTITUENT SERVICE QUALITY SURVEY
PY  - 2000/02
SP  - 112 p.
AB  - In 1999, the University of Missouri, Columbia implemented the Missouri Department of Transportation (MoDOT) Constituent Service Quality Survey (CSQS), collecting responses from 1,581 Missourians randomly sampled by telephone in three geographic regions (St. Louis, Kansas City, and Remainder of the State). The survey was intended primarily to provide a discrepancy analysis of the fit between citizen levels of current satisfaction with aspects of MoDOT's work and the amount of attention they believe the department should place on these same aspects in the future.  The CSQS thus establishes a baseline of information to support current MoDOT planning efforts and to gauge future performance improvements.  The central findings of the research are as follows:  (1) Missourians are generally satisfied with the performance of MoDOT and their transportation options, but generally want greater attention given to most areas of activity; (2) Areas identified as needing most improved performance are maintenance and preservation of bridges and existing roads, particularly pavement surfaces; use and distribution of funds; timeliness and speed of project planning; and multi-modal options; (3) There are a few differences between subgroups based on region, gender, or annual miles driven; middle-aged persons, as well as those with higher income and education, tended to express lower levels of satisfaction with MoDOT performance; and (4) Missourians depend primarily on mass media outlets for information about the department.  The findings suggest the challenges faced by MoDOT are both ones of management, public participation and education, and ones of technological and substantive performance.
KW  - Customer satisfaction
KW  - Customer service
KW  - Missouri
KW  - Performance
KW  - Public opinion
KW  - Quality of service
KW  - State departments of transportation
KW  - Surveys
UR  - http://library.modot.mo.gov/RDT/reports/Ri97034/RDT99011.pdf
UR  - https://trid.trb.org/view/653468
ER  - 

TY  - RPRT
AN  - 00793239
AU  - Harries, K A
AU  - Petrou, M F
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - BRIDGE TO THE FUTURE: STATE-OF-THE-ART PEDESTRIAN BRIDGE AND GATEWAY TO COLUMBIA
PY  - 2000/02
SP  - 41 p.
AB  - A pedestrian bridge linking two sides of a presently disconnected community in Columbia, South Carolina has been proposed.  This bridge will span Highway 277, a major connecting route into the downtown Columbia area, and will provide an impressive "Gateway to Columbia".  The proposed bridge is intended to reflect the dynamic nature of Columbia and of South Carolina.  It is intended that the bridge be a high performance structure that demonstrates the state-of-the-art in bridge construction.  The bridge may incorporate state-of-the-art materials, fabrication and erection methods and long-term monitoring technology.  Long-term, low maintenance durability is a specific goal of this bridge project.  This report is intended to provide an overview of the proposed project and act as a feasibility study for various material selection, design and construction alternatives.
KW  - Bridge engineering
KW  - Columbia (South Carolina)
KW  - Construction
KW  - Design
KW  - Durability
KW  - Feasibility analysis
KW  - Footbridges
KW  - Materials
KW  - Monitoring
KW  - State of the art
UR  - https://trid.trb.org/view/653437
ER  - 

TY  - RPRT
AN  - 00793164
AU  - El-Gindy, M
AU  - Scanlon, A
AU  - Tallon, R
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - CRASH TEST OF TYPE III BARRICADES
PY  - 2000/02
SP  - 34 p.
AB  - This report presents the results of level 3 crash tests of Type III barricades used by the Pennsylvania Department of Transportation (PennDOT) as work zone traffic control devices. Two crash tests were conducted.  In the first test, herein referred to as the head-on test, the face of the Type III barricade was impacted by the test vehicle.  The second test was performed with the test article rotated 90 deg relative to the head-on configuration so that the test vehicle first impacted the edge of the Type III barricade.  The tests conducted conformed to NCHRP 350 level 3, test designation 3-71.  The test vehicles used were 1994 Geo Metros with an impact speed of 100 km/h.  The test article's performance was acceptable.  The vehicle trajectory was not affected by the impact and no components of the test article penetrated the passenger compartment of the test vehicle.  The test vehicles sustained minor damage to the roof and windshield from the impacts, but the windshield was not breached in either test.  The performance of the test article appears satisfactory for all criteria specified under NCHRP 350.  Based on a review of the test results and performance criteria, the testing agency believes that the Type III barricade has passed the level 3 NCHRP 350 testing designation 3-71.  The testing agency recommends that PennDOT submit the crash test results to the Federal Highway Administration for approval under NCHRP 350 test level 3, so that the Type III barricades may continue to be manufactured and sold after October 1, 2000 for use on Pennsylvania highways.
KW  - Barricades
KW  - Impact angle
KW  - Impact tests
KW  - Loss and damage
KW  - National Cooperative Highway Research Program
KW  - NCHRP Report 350
KW  - Pennsylvania
KW  - Performance evaluations
KW  - Speed
KW  - Subcompact automobiles
KW  - Test procedures
KW  - Type III barricades
KW  - Vehicle trajectories
KW  - Work zone traffic control
UR  - http://ntl.bts.gov/lib/16000/16800/16821/PB2000105199.pdf
UR  - https://trid.trb.org/view/649073
ER  - 

TY  - RPRT
AN  - 00791621
AU  - McCormack, E D
AU  - Legg, B
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - TECHNOLOGY AND SAFETY ON URBAN ROADWAYS: THE ROLE OF ITS FOR WSDOT
PY  - 2000/02
SP  - 50 p.
AB  - This report examines the relationship between Intelligent Transportation Systems (ITS) and safety from an urban perspective.  Existing urban ITS are either system-level or site-level applications.  System-level ITS, such as freeway management systems or traffic signal networks, address safety concerns only indirectly.  These systems are designed to improve traffic flows and thus indirectly reduce collisions caused by congestion.  Other system-level ITS used to increase the efficiency of transit, commercial vehicle operations, and emergency service operations also benefit safety indirectly. Site-level ITS applications, such as railroad/highway grade crossing warnings or work zone systems, are installed to directly address safety concerns.  However, these applications are limited to specific locations identified as hazardous.  Most urban crashes in Washington involve multiple vehicle collisions caused by driver error at locations that have not been identified as hazardous.  Future ITS known as collision avoidance systems (CAS) hold considerable promise for urban roadway safety because these in-vehicle devices will inform drivers of judgment errors and can do so at many locations along an urban roadway system.  A handful of ITS applications are so well tested that they can be aggressively pursued by the Washington State Department of Transportation (WSDOT) as tools to reduce urban crashes.  Most of these applications include the various systems, such as ramp meters and incident detection, used for freeway management.  Other ITS safety applications, while promising, still need to be fully documented and are best used as demonstration applications.  Most of these applications involve sensor technology used to warn drivers about road and roadside hazards at specific sites.  The greatest safety benefit from ITS may come from in-vehicle collision warning systems. These applications should evolve from a number of large federal research projects and private industry initiatives that are under way.  Given their potential impact on safety, WSDOT should monitor applications of these projects.
KW  - Crash avoidance systems
KW  - Freeway management systems
KW  - Highway safety
KW  - Intelligent transportation systems
KW  - Traffic control
KW  - Urban highways
KW  - Warning systems
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/460.2.pdf
UR  - https://trid.trb.org/view/648576
ER  - 

TY  - RPRT
AN  - 00791620
AU  - Kelly, K
AU  - Sharkey, E
AU  - Northern Arizona University, Flagstaff
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - THE PROSPECTS FOR TORT REFORM IN ARIZONA
PY  - 2000/02
SP  - 61 p.
AB  - Currently, traditional methods of tort reform are not politically feasible in Arizona.  One political leader in Arizona has stated, "Tort reform is unlikely to occur in Arizona."  However, if we are to consider tort reform in Arizona, the most politically feasible method may be to take small steps toward reform.  Another important political leader in Arizona has said, "Incremental or more limited [tort] reforms must be pursued."  Tort reform may not be a dead issue, but Arizona does not currently have a strong or politically active spokesperson in favor of tort reform.  While this report does not see traditional tort reforms as likely to occur in the near future in Arizona, it is possible that other reforms that are not generally defined as tort reform may be politically feasible.  For instance, damage caps, a traditional tort reform issue, is not likely to occur in Arizona, yet a reform of expert witness testimony or a restoration of one aspect of sovereign immunity may occur under favorable political circumstances. Thus, tort reform in incremental and a nontraditional manner may still be attempted in Arizona.
KW  - Arizona
KW  - Expert witnesses
KW  - Political factors
KW  - Sovereign immunity
KW  - Testimony
KW  - Tort liability
KW  - Tort reform
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ478.pdf
UR  - https://trid.trb.org/view/648575
ER  - 

TY  - RPRT
AN  - 00791561
AU  - Finch, G
AU  - Federal Highway Administration
TI  - CRITTER CROSSINGS: LINKING HABITATS AND REDUCING ROADKILL
PY  - 2000/02
SP  - 36 p.
AB  - This brochure describes transportation's impacts on wildlife and highlights exemplary projects and processes that are helping to reduce these impacts.  The contents are presented under the following headings:  Wildlife and Highways: An Overview; Tortoise Underpasses; Badger Tunnels; Four Tools to Assess Wildlife Linkage Areas; Programs to Remove Fish Passage Barriers; Bear Underpasses; Salamander Tunnels; Passages for Large Mammals; Goat Underpasses; A Computer Model for Exploring Highway-Wildlife Relationships; Amphibian-Reptile Wall and Culverts; and An Overpass for Animals and Humans.
KW  - Amphibians
KW  - Animals
KW  - Brochures
KW  - Computer models
KW  - Countermeasures
KW  - Culverts
KW  - Environmental impacts
KW  - Fishes
KW  - Habitat (Ecology)
KW  - Highways
KW  - Mammals
KW  - Overpasses
KW  - Road kill
KW  - Tunnels
KW  - Underpasses
KW  - Wildlife
UR  - http://www.fhwa.dot.gov/environment/wildlifecrossings/
UR  - https://trid.trb.org/view/648551
ER  - 

TY  - RPRT
AN  - 00791466
AU  - Kachlakev, D I
AU  - Green, B K
AU  - Barnes, W A
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - BEHAVIOR OF CONCRETE SPECIMENS REINFORCED WITH COMPOSITE MATERIALS - LABORATORY STUDY
PY  - 2000/02
SP  - 180 p.
AB  - The world's infrastructure continues to age and deteriorate. Forty percent of the nation's 575,000 bridges are structurally deficient or structurally obsolete, and 25% are over 50 years old.  Many older bridges were designed for lower traffic volumes and lighter loads than what are common today.  External post-tensioning and epoxy-bonded steel plates are the strategies commonly used to upgrade deficient structures.  However, fiber reinforced polymer (FRP) composites are also starting to be used for strengthening.  The main objective of this study was to investigate the interaction between FRP composite and concrete by addressing the most important variables in terms of FRP properties.  Type of fibers, thickness of the laminates, fiber orientation and FRP strengthening configuration were studied while keeping the type of concrete, steel reinforcement and geometry of the samples constant.  The intent of the data collection and analysis was to gather extensive information on the performance of FRP-reinforced concrete, rather than to investigate the structural behavior of FRP-reinforced members. Appearance of first crack on the concrete, ultimate loads and the corresponding strains and deflection, and the failure modes were of main interest.  The FRP systems included in this study were most of those known to be currently available.  In addition, two customized FRP systems were developed using only domestically available materials.  All systems were tested under nearly identical conditions with respect to concrete strength, specimen dimensions, reinforcement, surface preparation, test methods, and analysis.  The ultimate strength increase at failure ranged from 18 to 545%, depending upon the FRP-application scheme.  The specimens showed no significant increase in stiffness prior to initial cracking of the concrete. The FRP-strengthened specimens exhibited greater deflections prior to initial cracking of the concrete.  Following initial cracking, the behavior of the specimens was mostly influenced by the properties of the FRP laminate.  The results showed that the increase of the load-carrying capacity and the performance of the FRP-reinforced beams were strongly dependent on the FRP configuration.  The failure modes showed dependency on the stiffness and strength of the FRP reinforcement and scheme used to strengthen them.  The study suggested that the effectiveness of the FRP composite decreases as the rigidity (elastic modulus x FRP thickness) of the laminates increases.
KW  - Bearing capacity
KW  - Composite materials
KW  - Cracking
KW  - Deflection
KW  - Failure analysis
KW  - Fiber reinforced plastics
KW  - Fiber reinforced polymers
KW  - Laboratory tests
KW  - Laminates
KW  - Reinforced concrete
KW  - Specimens
KW  - Stiffness
KW  - Strain (Mechanics)
KW  - Strengthening (Maintenance)
KW  - Ultimate strength
UR  - http://ntl.bts.gov/lib/10000/10500/10589/spr387.pdf
UR  - https://trid.trb.org/view/648483
ER  - 

TY  - SER
AN  - 00789886
JO  - Application Notes
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - LTPP FINDINGS PAY OFF FOR PENNSYLVANIA
PY  - 2000/02
SP  - 2 p.
AB  - The Pennsylvania Department of Transportation (PennDOT) decided to change its practice of using skewed joints after reviewing the results of a Long Term Pavement Performance (LTPP) program analysis project.  The project analyzed LTPP pavement performance data to identify what worked and what didn't work to control the development of joint faulting.  As of calendar year 1999, Pennsylvania policy specified perpendicular joints for any limited-access, four-lane concrete pavement highway projects. By changing its pavement joint design standard, PennDOT can reduce the occurrence of joint faulting and realize the following benefits:  a smoother ride for motorists; reduced construction problems and related costs; reduced maintenance requirements; and fewer maintenance-related disruptions to traffic.
KW  - Benefits
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Design standards
KW  - Faulting
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement joints
KW  - Pennsylvania
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/00064/00064.pdf
UR  - https://trid.trb.org/view/651304
ER  - 

TY  - RPRT
AN  - 00789847
AU  - Miller, A B
AU  - Clark, K M
AU  - Grimes, M C
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - A SURVEY OF MASONRY AND CONCRETE ARCH BRIDGES IN VIRGINIA
PY  - 2000/02
SP  - 66 p.
AB  - Under the National Historic Preservation Act of 1966, older bridges being considered for upgrading or replacement must be evaluated for historic significance.  The Virginia Transportation Research Council conducted a study of Virginia's pre-1932 masonry and concrete arch bridges during the 1980s; however, no comprehensive study of post-1932 bridges has been subsequently undertaken.  This study rectifies the lack of information on post-1932 arch bridges and establishes a historic context for Virginia's arch bridges.  The project consisted of a field survey, documentary research into arch bridge types, data tabulation, and a comparison of the resulting information on arch bridge chronology and technology.  The data were evaluated for historic significance by the Historic Structures Task Group (an interdisciplinary historic transportation study committee) and the State Historic Preservation Officer.  Of the 127 existing arch bridges under the Virginia Department of Transportation's (VDOT's) purview, 21 were found to be eligible for the National Register of Historic Places.  This project identified VDOT's significant arch bridges and cleared the remainder of the bridges for necessary maintenance and upgrade.
KW  - Arch bridges
KW  - Field studies
KW  - Historic bridges
KW  - Masonry bridges
KW  - National Historic Preservation Act of 1966
KW  - National Register of Historic Places
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r11.pdf
UR  - http://ntl.bts.gov/lib/16000/16200/16284/PB2000103356.pdf
UR  - https://trid.trb.org/view/647997
ER  - 

TY  - RPRT
AN  - 00789815
AU  - Brooks, E W
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - POLYPROPYLENE FIBER REINFORCED MICROSILICA CONCRETE BRIDGE DECK OVERLAY AT LINK RIVER BRIDGE
PY  - 2000/02
SP  - 24 p.
AB  - In 1997, the Oregon Department of Transportation overlaid the Link River Bridge with microsilica concrete, reinforced with polypropylene fibers (FMC).  The manufacturer claimed the fibers would reduce plastic shrinkage cracks and settlement cracking during the early life of the concrete, as well as reduce the formation of intrinsic cracking.  The northbound lanes were constructed with the FMC while the southbound lanes were constructed with plain microsilica concrete.  Neither side showed much initial cracking when the curing blankets were removed.  The latest inspection two years after construction found only minor cracking in the northbound lanes and very little in the southbound lanes.
KW  - Bridge decks
KW  - Cracking
KW  - Fiber reinforced concrete
KW  - Fibers
KW  - Inspection
KW  - Link River Bridge (Oregon)
KW  - Overlays (Pavements)
KW  - Polypropylene
KW  - Silica fume
UR  - http://ntl.bts.gov/lib/10000/10500/10590/link_river.pdf
UR  - http://ntl.bts.gov/lib/16000/16200/16277/PB2000103325.pdf
UR  - https://trid.trb.org/view/647967
ER  - 

TY  - RPRT
AN  - 00793167
AU  - Benekohal, R F
AU  - Tirums, C M
AU  - Wang, S L
AU  - Forrler, E R
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - DRIVERS ASSESSMENT OF HIGH SPEED AVI/WIM SYSTEM AT A WEIGH STATION IN ILLINOIS
PY  - 2000/01/31
SP  - 37 p.
AB  - This study analyzed truck drivers' opinions about application of intelligent transportation systems (ITS) technologies to commercial vehicle operations (CVO).  As part of the evaluation of Automatic Vehicle Identification (AVI) and Weigh-In-Motion (WIM) systems at the Williamsville weigh station in Illinois, a survey of the participating truck drivers was conducted.  The survey consisted of 37 questions inquiring about the driver's professional background, weigh station experience, and opinions about the AVI/WIM system.  The majority of the drivers (86%) had schedules where time was important, and delays greater than 30 minutes were intolerable.  For three-quarters of the drivers, time was "critical" or "very important".  Eighty-four percent of drivers said the AVI/WIM system benefits them by reducing trip delay.  In addition, about 91% of drivers thought the AVI transponder system reduces the hazards of merging and diverging at weigh stations.  The hazard level at weigh station entrances and exits were not significantly different than the hazard level at regular exit or entrance ramps.  Some of the participating drivers experienced some frustration in using the system because they felt that the system simply did not work for them all the time.  Although the drivers generally favored the adoption of the AVI system, slightly less than half were willing to pay up to one dollar.  Eighty-eight percent of the drivers advocated the installation of AVI transponder systems at all Illinois weigh stations, and 88% wished to continue using the AVI transponder.
KW  - Automatic vehicle identification
KW  - Benefits
KW  - Commercial vehicle operations
KW  - Highway safety
KW  - Illinois
KW  - Intelligent transportation systems
KW  - Stopped time delays
KW  - Surveys
KW  - Truck drivers
KW  - Weigh in motion
KW  - Weigh stations
UR  - http://ntl.bts.gov/lib/16000/16700/16799/PB2000105041.pdf
UR  - https://trid.trb.org/view/649076
ER  - 

TY  - RPRT
AN  - 00802555
AU  - Allen, R W
AU  - Harwood, D
AU  - Chrstos, J P
AU  - Glauz, W D
AU  - Systems Technology, Incorporated
AU  - Federal Highway Administration
TI  - THE CAPABILITY AND ENHANCEMENT OF VDANL AND TWOPAS FOR ANALYZING VEHICLE PERFORMANCE ON UPGRADES AND DOWNGRADES WITHIN IHSDM
PY  - 2000/01/21
SP  - 138 p.
AB  - This report documents the results and recommendations for defining and analyzing "Vehicle Performance on Upgrades and Downgrades" on two lane rural roads.  The contract objective was to develop functional requirements (and identify gaps) to enhance the capability of the Interactive Highway Safety Design Model (IHSDM) in evaluating vehicle operations on upgrades and downgrades, and to provide outputs useful for evaluating grade steepness and the location and design of climbing lanes and emergency escape ramps.  The analysis procedures involve the use of two simulation programs:  VDANL, a vehicle dynamics simulation; and TWOPAS, a traffic flow simulation.  This report includes recommendations for the best approach for applying both VDANL and TWOPAS, the planned improvements to the programs, and data collection and research needed for software enhancement, calibration, verification and validation.  Case studies of an example upgrade and downgrade are also included to help support the recommended enhancements.
KW  - Case studies
KW  - Climbing lanes
KW  - Downgrades (Roads)
KW  - Escape lanes
KW  - Highway design
KW  - Interactive Highway Safety Design Model
KW  - Rural highways
KW  - Simulation
KW  - Traffic flow
KW  - Two lane highways
KW  - TWOPAS (Computer program)
KW  - Upgrades (Roads)
KW  - VDANL (Computer program)
KW  - Vehicle dynamics
KW  - Vehicle operations
UR  - http://www.fhwa.dot.gov/publications/research/safety/00078/00078.pdf
UR  - http://ntl.bts.gov/lib/17000/17600/17680/PB2001102925.pdf
UR  - https://trid.trb.org/view/667078
ER  - 

TY  - ABST
AN  - 01557278
TI  - Research for the AASHTO Standing Committee on Planning. Task 13. Year 2000 National Conference on Transportation and Economic Development
AB  - Transportation systems that support economic development will have to adjust to changing technology and demography in the next century.  There is a need to share what has been learned over the last decade about the linkages between transportation investment and economic vitality.  This task will support a national conference on the linkages between transportation and economic development.  Using a format of commissioned and panel discussions, the research results of the last decade will be brought together and presented in the context of preparing transportation professionals to better respond to economic development opportunities and challenges in their decisions and plans.
KW  - Conferences
KW  - Economic development
KW  - Links (Networks)
KW  - Local government agencies
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Transportation
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909
UR  - https://trid.trb.org/view/1346938
ER  - 

TY  - ABST
AN  - 01519049
TI  - Strength and Deformation Analysis of MSE Walls at Working Loads
AB  - Phase 5 will (1) construct and test two full-scale walls with non-select fill, (2) update the report on the physical testing of walls 1 through 11 (tested in phases 1 through 4) based on the experience with the instrumented SR 18 walls in Washington state, and (3) update the numerical modeling of walls 1 through 11 and carry out a parametric analyses. Phase 6 will (1) construct and test one full-scale wall with non-select fill, (2) perform data reduction, interpretation, numerical modeling, parametric analysis, and report on the physical testing of the two walls constructed in Phase 5, (3) perform data reduction, interpretation, numerical modeling, parametric analysis, and report on the physical testing of the wall constructed in Phase 6, (4) investigate the effect of material type on in-soil stiffness,( 5) update the K-Stiffness method based on results from the walls constructed in Phases 5 and 6 and to include seismic design, and 6) produce a final report on Phases 1 through 6.
KW  - Deformation
KW  - Loads
KW  - Mechanically stabilized earth
KW  - Numerical modeling
KW  - Retaining walls
KW  - Soil stabilization
KW  - Stiffness
UR  - http://www.pooledfund.org/Details/Study/225
UR  - https://trid.trb.org/view/1302750
ER  - 

TY  - ABST
AN  - 01459393
TI  - Development, Operation, and Maintenance of the Highway Safety Information System - IV
AB  - This effort will provide technical support to maintain and operate the HSIS from November 1, 2000 through December 31, 2005. In addition, the fourth generation of HSIS (HSIS-IV) will be developed to improve the system in meeting the current and future highway safety data needs of the FHWA and the safety community.
KW  - Data collection
KW  - Development
KW  - Highway safety
KW  - Information systems
KW  - Maintenance
KW  - Operations
KW  - Research projects
KW  - Safety
UR  - https://trid.trb.org/view/1227606
ER  - 

TY  - RPRT
AN  - 01547893
AU  - Hardison, T L
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - Evaluation of the Muffle Furnace Method
PY  - 2000/01//Final Report
SP  - 9p
AB  - The ignition method was evaluated as an alternative method to the nuclear asphalt content gauge and the solvent methods for determining asphalt content. A Troxler Model 4155 Asphalt Quality Analyzer was used in the study. The study focused on determining what aggregates commonly used in Arkansas hot mix asphalt (HMA) mixes would be adversely affected by the method. Also, mixes with polymer modified asphalt cements were compared with traditional mixes. Finally, the ignition oven was compared with the nuclear asphalt content gauge.
KW  - Aggregates
KW  - Arkansas
KW  - Asphalt content
KW  - Hot mix asphalt
KW  - Ignition oven
KW  - Nuclear gages
KW  - Polymer asphalt
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209703.pdf
UR  - https://trid.trb.org/view/1335256
ER  - 

TY  - RPRT
AN  - 01453791
AU  - Zhu, Karen
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Utilizing GIS Technology to Improve INDOT Pavement Friction Data Management and Distribution
PY  - 2000/01//Final Report
SP  - 28p
AB  - Pavement friction condition provides an important parameter in selecting highway rehabilitation and maintenance projects. The Research Division of Indiana Department of Transportation has been conducting annual pavement friction testing on the Indiana highway network. Due to the large amount of data accumulated, an efficient system is in demand for data management. In this project, we developed a computer program that constitutes an integrated system for friction data management and distribution. In the developed system, database technology was utilized for data storage and organization; networking technology was utilized for real-time data distribution; geographic information systems (GIS) technology as well as computer graphics are used for data presentation and analysis. The new friction data management and distribution system can be characterized as having the following features: (1) A user-friendly graphic interface. Users retrieve and analyze data through the graphic user interface (GUI). The interface is designed in such an intuitive way that minimal training is required for a user to work with the program. GIS technology was utilized in the form of an embedded map component in the user interface. The GIS component provides a powerful analytical tool by revealing data patterns that are not easily identifiable through other methods.2. Behind the scenes database management. Database access and management is handled by the computer program “behind the scenes” so that no prior knowledge of database or computer programming is required from users.3. Real-time data distribution. Friction data are automatically updated through the INDOT-wide area network to allow access of the most current data. The program is designed in a way to minimize network traffic.
KW  - Databases
KW  - Friction
KW  - Geographic information systems
KW  - Indiana
KW  - Maintenance
KW  - Pavements
KW  - Rehabilitation (Maintenance)
UR  - http://dx.doi.org/10.5703/1288284313462
UR  - https://trid.trb.org/view/1218848
ER  - 

TY  - JOUR
AN  - 01395345
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Arnold, J A
AU  - Persaud, R
AU  - Smallen, D
TI  - A more precise sense of where we are [the USA's Nationwide Differential Global Positioning System]
PY  - 2000/01
VL  - 63
IS  - 4
SP  - 7-13
KW  - Accuracy
KW  - Accuracy
KW  - Artificial satellites
KW  - Engineering
KW  - Engineering history
KW  - Global Positioning System
KW  - Global positioning system (GPS)
KW  - History
KW  - Intelligent transport systems (ITS)
KW  - Intelligent transportation systems
KW  - Satellite
KW  - Usa
UR  - https://trid.trb.org/view/1163107
ER  - 

TY  - RPRT
AN  - 01394979
AU  - United States. Federal Highway Administration (FHWA).  Office of Research, Development and Technology
TI  - RD&T organizational directory
PY  - 2000/01
IS  - FHWA-RD-00-031
SP  - 1 vol (unpaged)
KW  - Directory
KW  - Highway engineering
KW  - Research
KW  - Research and development
KW  - Research and educational facilities
KW  - Research organization
KW  - Road engineering
UR  - https://trid.trb.org/view/1162741
ER  - 

TY  - RPRT
AN  - 01128927
AU  - Lappin, Jane
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
AU  - Research and Special Programs Administration
TI  - Advanced Traveler Information Service (ATIS): Who are ATIS Customers?
PY  - 2000/01
SP  - 11p
AB  - This paper uses complementary research and evaluation approaches to answer questions about who uses advanced traveler information services.  It discusses user attitudes and customer characteristics for both transit riders and highway travelers.
KW  - Advanced traveler information systems
KW  - Attitudes
KW  - Consumer behavior
KW  - Consumer preferences
KW  - Transit riders
KW  - Travelers
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/12285.pdf
UR  - https://trid.trb.org/view/887997
ER  - 

TY  - RPRT
AN  - 01102903
AU  - Radin, S
AU  - Sen, B
AU  - Lappin, J
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Advanced Traveler Information Service (ATIS): Private Sector Perception and Public Sector Activities
PY  - 2000/01
SP  - 42p
AB  - This paper presents the results of a study by the United States Department of Transportation Volpe Center to determine the nature and extent of the “data gap” between the needs of private sector Advanced Traveler Information Service (ATIS) providers and the public sector data they receive. The study was motivated by the perception that such a data gap exists and the need for a systematic description of this data gap before plans can be made to resolve it. Defining the data gap problem involves looking at both sides of the issue: the demand for particular types of ATIS data and the availability of the data desired. This paper analyzes private sector data needs and perceptions of availability and quality. For each issue raised, it examines the extent and characteristics of the problem on a national level, using information on the public sector. To do this, the paper combines results from two different surveys. One of these is a survey of private sector Information Service Providers (ISPs) to understand their data needs and elicit their perspective of the data gap. The survey was conducted by the Volpe Center for the Federal Highway Administration (FHWA), specifically for the purpose of this paper. The public sector data comes from a series of surveys of state and local public sector agencies that manage the highway and arterial system, respond to traffic incidents, and provide transit service. These surveys were conducted by the Oak Ridge National Laboratory for the FHWA to create a database of metropolitan ITS deployment in 1999. Data collection and transfer activities of the public agencies relevant to the ATIS data gap were taken from the database for this study. The private sector survey reveals that some kinds of data, notably incidents, construction zones, traffic speeds, and road and weather conditions, are of high priority to most respondents. There are some similarities, but some divergences as well, between the priorities of the private sector, and the priorities for dissemination identified by the public sector. These differences may contribute to the data gap. The following statements summarize the most important observations about the current nature and extent of the data gap: Public agencies in major metropolitan areas collect more traffic data than agencies in smaller areas; Geographic coverage of available data is often inadequate and more likely to be inadequate the larger the metropolitan area; Inaccurate data is the second most common quality problem, after inadequate geographic coverage; Agencies in a single metro area provide data inconsistent with other agencies in the area; Timeliness and update frequency problems occur for incident data; Problems with inadequate spatial resolution are most important for traffic speeds; Some ISPs require greater temporal coverage than is available in most places and Public agencies are not necessarily willing to transfer data they collect.
KW  - Advanced traveler information systems
KW  - Construction sites
KW  - Highway traffic control
KW  - Private enterprise
KW  - Public participation
KW  - Public transit
KW  - Surveys
KW  - Urban areas
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/16000/16400/16433/PB2000103967.pdf
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/12283.pdf
UR  - https://trid.trb.org/view/850147
ER  - 

TY  - RPRT
AN  - 01062276
AU  - Federal Highway Administration
TI  - CA SR 125 south, between Otay Mesa and Spring Valley in San Diego County : environmental impact statement
PY  - 2000/01//Volumes held: Draft, Supplement to the draft, Final(2v)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/821772
ER  - 

TY  - RPRT
AN  - 01004495
AU  - Lappin, Jane
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
AU  - Research and Special Programs Administration
TI  - Advanced Traveler Information Service (ATIS): What do ATIS Customers Want?
PY  - 2000/01
SP  - 12p
AB  - This is the second of two white papers written for the "ATIS Data Gap" workshop with the objective of providing insights from MMDI Customer Satisfaction ATIS evaluations and other USDOT-sponsored ATIS research. The paper synthesizes findings from research and evaluations dating back to 1996, including several field operational tests. Recent project evaluations are featured more prominently because these projects provided ATIS services to the general public for regular use. This paper draws from MMDI customer satisfaction evaluations of the Puget Sound Traffic Conditions web site, TrafficTV in Seattle, Metro Online transit web site in Seattle, TransitWatch® real-time bus departure times at two transit centers in Seattle, TrafficCheck traffic television in Tempe, Arizona; and, observations of customer use of the Trailmaster travel conditions web site in Phoenix, and the Transguide travel conditions web site in San Antonio. There were only two ATIS transit services deployed within the MMDI evaluation time frame. Similarly, there were fewer ATIS transit field operational tests than traffic tests. As a result, more of this paper addresses ATIS traffic customer needs, and less addresses the needs of the transit or multimodal customer.
KW  - Advanced traveler information systems
KW  - Buses
KW  - Customer satisfaction
KW  - Customers
KW  - Departure time
KW  - Highway traffic
KW  - Intelligent transportation systems
KW  - Needs assessment
KW  - Phoenix (Arizona)
KW  - Public transit
KW  - Puget Sound
KW  - Real time information
KW  - San Antonio (Texas)
KW  - Seattle (Washington)
KW  - Television
KW  - Tempe (Arizona)
KW  - Traffic conditions
KW  - TrafficCheck
KW  - TrafficTV
KW  - Trailmaster
KW  - TransGuide (Program : San Antonio, Texas)
KW  - TransitWatch
KW  - Utilization
KW  - Websites (Information retrieval)
UR  - http://ntl.bts.gov/lib/17000/17100/17126/PB2000108298.pdf
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/12284.pdf
UR  - https://trid.trb.org/view/760641
ER  - 

TY  - RPRT
AN  - 00987772
AU  - Federal Highway Administration
TI  - OPTIMIZING HIGHWAY PERFORMANCE: PAVEMENT PRESERVATION
PY  - 2000/01
SP  - 2 p.
AB  - The Federal Highway Administration (FHWA) is partnering with the state departments of transportation, industry organizations, and other stakeholders to spread the word that a variety of innovative techniques and strategies can preserve not only pavements, but also the nation's investment in the highway infrastructure.  This article comments briefly on the concept behind pavement preservation (preventive maintenance) and on the cost effectiveness of this strategy.
KW  - Cost effectiveness
KW  - Pavements
KW  - Preventive maintenance
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/construction/fs00013.pdf
UR  - https://trid.trb.org/view/753648
ER  - 

TY  - RPRT
AN  - 00982171
AU  - Wenzel, T H
AU  - Marquette University
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - IDENTIFICATION OF PERFORMANCE INDICATORS AND DEVELOPMENT OF PERFORMANCE BASED SPECIFICATIONS FOR BRIDGE DECKS
PY  - 2000/01
SP  - 74 p.
AB  - The deterioration of highway bridges in the United States is proceeding at an alarming rate.  The Wisconsin Department of Transportation (WisDOT) desires to have quality bridge decks constructed which will last longer and require less maintenance. In 1996, a study was proposed to develop a set of guidelines and determine performance indicators for bridge decks.  These would be used to establish a performance-based specification for the construction of concrete bridge decks.  Performance-based specifications place more responsibility on the contractor to construct a quality product and establish his or her own method of quality control which ultimately reduces WisDOT maintenance costs.  The first task in the study was to conduct a search of the technical literature.  A general search using Ei Compendex Plus and the Wilson Applied Science and Technology databases was completed.  In addition, a Transportation Research Information Service (TRIS) search was performed through the Marquette Science Library.  These articles, in addition to the articles from the other databases were retrieved and the results were summarized in an interim report titled, "Task 1 - Literature Survey," which was submitted to the WisDOT.  Next a questionnaire was developed for bridge contractors and personnel in the state DOTs to obtain information for a performance-based specification.  The questionnaire for contractors consisted of questions on deck materials, construction policies and deck placement and finishing.  The questionnaire for personnel in the state DOTs included additional questions on the topic of design.  The questionnaires were sent to all of the state DOTs in the United States and to each of the districts within the WisDOT.  The contractor questionnaires were sent to bridge contractors that did work in the Midwest as well as to the largest bridge contractors doing work in the state of Wisconsin.  The results of the literature survey and the answers to the questionnaires were used to identify the major factors related to bridge deck deterioration.  These included:  Materials - average slump, average air content, average flexural strength, compressive strength, aggregate source, type and size, use of retarder, admixtures; Environment - average daily traffic, % truck traffic, maturity period, weather during curing, number of freeze-thaw cycles per year; Design - superstructure type, beam spacing, deck width, grade of concrete, skew, span length, slab thickness, concrete cover over steel; Construction - contractor, mixing method, placement method, placement temperature, month of construction, curing method, form type, finishing machine; and Maintenance - deicer type, rate of deicer application, number of deicer applications per year, sealer cycle and maintenance dates. A survey form was prepared to record the information listed above for a representative list of 200 bridge decks located in the state of Wisconsin.  Although some of the information was available for all of the bridges, there was a great amount of information that was never recorded or was difficult to obtain.
KW  - Bridge decks
KW  - Concrete
KW  - Construction
KW  - Contractors
KW  - Design
KW  - Deterioration
KW  - Environment
KW  - Literature reviews
KW  - Maintenance
KW  - Materials
KW  - Performance based specifications
KW  - Performance indicators
KW  - Questionnaires
KW  - State departments of transportation
KW  - Surveys
UR  - https://trid.trb.org/view/743285
ER  - 

TY  - RPRT
AN  - 00970585
AU  - Tam, W O
AU  - Solaimanian, M
AU  - Kennedy, T W
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT AND USE OF STATIC CREEP TEST TO EVALUATE RUT RESISTANCE OF SUPERPAVE MIXES
PY  - 2000/01
SP  - 82 p.
AB  - This is the fourth report for research project 0-1250, The South Central Superpave Center.  This study was initiated and sponsored by the Texas Department of Transportation to evaluate the uniaxial static creep test for Superpave mixes.  The research period for the project was scheduled for 1 year, from September 1998 through August 1999.  This report presents the results, findings, conclusions, and recommendations based on the laboratory study and testing of asphalt mixtures.
KW  - Asphalt pavements
KW  - Creep tests
KW  - Laboratory tests
KW  - Rutting
KW  - Superpave
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1250_4.pdf
UR  - https://trid.trb.org/view/696557
ER  - 

TY  - RPRT
AN  - 00799111
AU  - Souleyrette, R
AU  - Gieseman, D
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - AN EXAMINATION OF POTENTIAL ALTERNATIVE APPLICATIONS FOR THE CTRE INCIDENT LOCATION TOOL
PY  - 2000/01
SP  - 4 p.
AB  - This paper describes an automated system designed for both in-house and in the field collection of crash location information.  Central to the system is a software application employing a map based graphical user interface (GUI) designed around geographic information system (GIS) technology.  The incident location tool was designed to be a stand alone component used to process crash reports, and to be a component capable of integration with other software packages.  The modular nature of the tool allowed for the integration with the Iowa DOT's electronic data collection software Advantage Safety. The benefits of GIS technology coupled with the ease of using GUI based application customized for a specific task led to a desire for research regarding other potential uses of this technology.
KW  - Automatic incident detection
KW  - Geographic information systems
KW  - Graphical user interfaces
KW  - Incident detection
KW  - Integrated systems
KW  - Interfaces
KW  - Iowa
KW  - Maps
KW  - Modular structures
KW  - Technology assessment
UR  - http://ntl.bts.gov/lib/7000/7600/7612/FinalRe1.pdf
UR  - https://trid.trb.org/view/665970
ER  - 

TY  - RPRT
AN  - 00933870
AU  - Yildirim, Y
AU  - Solaimanian, M
AU  - Kennedy, T W
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - MIXING AND COMPACTION TEMPERATURES FOR HOT MIX ASPHALT CONCRETE
PY  - 2000/01
SP  - 99 p.
AB  - According to Superpave mixture design, gyratory specimens are mixed and compacted at equiviscous binder temperatures corresponding to viscosities of 0.17 and 0.28 Pa*s, respectively. These were the values previously used in the Marshal mix design method to determine the mixing and compaction temperatures. In order to estimate the appropriate mixing and compaction temperatures for Superpave mixture design, a temperature-viscosity relationship for the binder should be developed (ASTM D 2493, Calculation of Mixing and Compaction Temperatures). This approach is simple and provides reasonable temperatures for unmodified binders. However, some modified binders have exhibited unreasonably high temperatures for mixing and compaction using this technique. These high temperatures could result in construction problems, asphalt damage, and fume production. ASTM D 2493 was established for unmodified asphalt binders, which are Newtonian fluids at high temperatures. For these materials, viscosity does not depend on shear rate. However, most of the modified asphalt binders exhibit a phenomenon known as pseudoplasticity, in which viscosity depends on shear rate. Thus, at the high shear rates that occur during mixing and compaction, it is not necessary to use very high temperatures. A research study was undertaken to determine the shear rate during compaction so that the effect of this parameter could be included during viscosity measurements. The use of practical shear rate results in reasonable mixing and compaction temperatures for hot mix asphalt design and construction with modified asphalt binders. It was found that application of the shear rate concept rather than the traditional approach used for unmodified binders can reduce the mixing and compaction temperatures between roughly 14 to 38 degrees C for the former and 10 to 27 degrees C for the latter, depending on the type and the amount of modifier.
KW  - Asphalt concrete
KW  - Binders
KW  - Bituminous binders
KW  - Compaction
KW  - Hot mix asphalt
KW  - Mixing
KW  - Pseudoplasticity
KW  - Shear rate
KW  - Superpave
KW  - Temperature
KW  - Viscosity
UR  - http://www.utexas.edu/research/ctr/pdf_reports/1250_5.pdf
UR  - http://ntl.bts.gov/lib/18000/18600/18651/PB2002101160.pdf
UR  - https://trid.trb.org/view/724929
ER  - 

TY  - CONF
AN  - 00927524
AU  - Lindeberg, A
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - SWEDISH NATIONAL TRAVEL SURVEYS (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - The present national travel survey in Sweden, Riks-RVU, runs for (at least) five years, 1994-1998. It contains the following main variables, describing: the trip- mode, number of kilometres, purpose, starting and ending point, time; the person - age, sex, occupation, driving license, income; the surroundings - household, housing, number of cars, bicycles, mopeds, motorcycles. The results are stored in a database that is updated each quarter of the year. A specially developed menu system enables the user to make tables in a very easy and quick way. The system allows the user to choose between: trips, journeys, segments, or kilometers; totals or means; year or day estimates; persons or households with different characteristics. Two earlier surveys were carried out by SCB in 1978 and 1984. The results are almost totally comparable. The diagrams show the major differences in the travel patterns of women and men. They also give comparisons between women and men, and comparisons between different groups of women.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Age
KW  - Automobiles
KW  - Bicycles
KW  - Databases
KW  - Driver licenses
KW  - Dwellings
KW  - Females
KW  - Gender
KW  - Households
KW  - Income
KW  - Males
KW  - Mopeds
KW  - Motorcycles
KW  - Occupations
KW  - Sweden
KW  - Transportation modes
KW  - Travel patterns
KW  - Travel surveys
KW  - Travel time
KW  - Trip length
KW  - Trip purpose
UR  - http://www.fhwa.dot.gov/ohim/womens/post4.pdf
UR  - https://trid.trb.org/view/721414
ER  - 

TY  - CONF
AN  - 00927527
AU  - Shriver, K
AU  - Tillett, L
AU  - Berry, G
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - AN INTERCEPT SURVEY OF WALKING ALONG NEW LOTS AVENUE PRIOR TO A STREET LIGHTING IMPROVEMENT (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - In 1995, the NYC Department of Transportation sponsored research to determine whether lighting tailored to support considerations to which pedestrians are sensitive has the potential to influence pedestrian activity and attitudes during evening walks and perhaps increase use of city streets after sundown. East New York in Brooklyn was selected because the local population has a strong custom of street use and while safety is a local problem, the area is experiencing a revitalization. Three poorly lit yet often used sites were selected for low-cost, supplemental street lighting improvements. Would better lighting increase a sense of security and comfort and affect changes in pedestrian perception, attitude and activity? An intercept survey was developed to monitor longitudinal changes in these relationships with a controlled comparison six months before and after the lighting installation. The intercept area encompassed the intervention sites that are located: 1) upon the front of a community center, neighborhood library and an historic church; 2) along the main street to link these civic uses with the IRT terminal and surrounding retail; and, 3) at two intersections under the elevated IRT to enhance access between residences and the main street. Baseline data were collected on three July evenings between 6 and 9 pm. This was conducted by interviewing the trip maker en route, which involved having walkers who were passing by respond to survey questions about aspects of their walk trip characteristics and activities as well as affective and person-related characteristics. Three hundred twenty-four usable surveys were collected, equivalent to 0.05% of the total population within 0.6 miles of the IRT terminal. Women participants walk slightly less frequently, less far and less long. It appears that more than half who arrive at the site by public transportation and depart on foot are women. Women in particular indicated that they arrive by the IRT and will walk home if a transfer bus does not arrive and if the conditions are right for walking. Men are more likely to arrive and depart from the area on foot or by car or arrive on foot and depart by public transportation. Of the top three trip purposes, commuting (31%), shopping (19%), and hanging out or visiting with friends (13%) the distribution among women and men was equal. Women and men ranked five benefits of walking in the same descending order: exercise, cost savings, seeing a friend or acquaintance, being around others in public, and conserving the environment. Of five possible changes that would encourage participants to walk more in the evening: 23% of women and 21% of men stated that being able to see who is on the street after dark is the single most important factor. Beyond this factor female and male participants did not agree. Twelve percent of the women stated that shops open later in the evening would be the most compelling reason to walk more after dark, while 17% of men wanted more recreational and entertainment opportunities. There appears to be a predictable link between gender and sense of comfort after dark.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Activity choices
KW  - Attitudes
KW  - Automobile travel
KW  - Benefits
KW  - Brooklyn (New York, New York)
KW  - Buses
KW  - Cities
KW  - Evening
KW  - Females
KW  - Improvements
KW  - Males
KW  - Night
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Public transit
KW  - Rail transit
KW  - Security
KW  - Street lighting
KW  - Streets
KW  - Surveys
KW  - Trip purpose
KW  - Urban areas
KW  - Walking
UR  - http://www.fhwa.dot.gov/ohim/womens/post7.pdf
UR  - https://trid.trb.org/view/721417
ER  - 

TY  - CONF
AN  - 00927523
AU  - Hacker, J F
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - MEASURING WOMEN'S NON-WORK TRANSPORTATION NEEDS IN URBAN AREAS (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - Transportation planning for low income women-unemployed, burdened with children, and without access to automobiles-requires innovative measures of mobility to non-work destinations. Physical accessibility to prenatal care, a uniquely female trip linked to positive birth outcomes, is used to explore appropriate non-work measures. This paper examines alternative measures of transportation needs identification and systemic access boundaries affecting women's health care accessibility in west/southwest Philadelphia. The needs identification method locates transportation disadvantaged census tracts using social indicators exceeding twice the median urban values. Access boundaries reflect the reach of the public transit system from the participant health care providers outward to the clients. Disaggregate data from the Healthy Start prenatal program is used to examine the distribution of clients in relation to need areas and transit service boundaries. The author found validation for the needs identification method. Access boundaries, however, differed from medical or automobile aggregations. 41% of Healthy Start trips duplicated mass transit service, and only 4% of contracted trips originated from medical need areas. The author illustrated how different measures can misrepresent need or service provision. Overall the author argues that women's non-work trips require different measures for appropriate service. These measures suggest broad changes required by public transit to respond to the changing urban environment.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - Accessibility
KW  - Census
KW  - Children
KW  - Females
KW  - Low income groups
KW  - Medical trips
KW  - Needs assessment
KW  - Philadelphia (Pennsylvania)
KW  - Public transit
KW  - Transportation planning
KW  - Unemployed
KW  - Urban areas
UR  - http://www.fhwa.dot.gov/ohim/womens/post3.pdf
UR  - https://trid.trb.org/view/721413
ER  - 

TY  - CONF
AN  - 00927525
AU  - Rey, J R
AU  - Baltes, M R
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - TEMPORAL CHANGES IN GENDER-BASED TRAVEL ON FLORIDA'S COMMUTER RAIL SYSTEM (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - The poster presentation addressed gender-based travel issues and other issues such as trip purpose, mode choice, frequency of use, and the interrelatedness of these many issues using data from three comprehensive on-board surveys conducted in 1991, 1993, and 1994 by the Center for Urban Transportation Research (CUTR) for the Tri-County Commuter Rail Authority (Tri-Rail). The issue at hand was to investigate the temporal changes in women's travel through the use of traditional travel variables such as trip distance, modes of access and egress, and trip purpose, among others. For example, the literature points out that, even though women have entered the workforce in substantial numbers during the past decade or so, women still make work trips which, on average, are shorter in distance than that of men due to a variety of reasons such as lower wages, the suburbanization of service and retail sector employment being more evenly distributed across geographic regions, and women retaining their traditional family roles as nurturers, shoppers, homemakers, and family crisis managers. Descriptive statistics as well as a host of cross tabulations were used as the methods for analyzing the onboard survey data. From the three on-board surveys, approximately 8,500 records and myriad variables were analyzed, including like data for travel during the week (Monday-Friday) as well as during the weekend. Specifically, comparisons between the weekly and weekend travel for women were explored. The findings show that, based on the variables that were analyzed, the demographics and travel behavior of female travelers on Tri-Rail has changed over time. The major findings, as outlined in the poster presentation, are as follows: Gender - Since 1991, female ridership, as a percent of total ridership, has increased; Age - Overall, female ridership in the 23 to 34 age category has shown the greatest decline as a percent of total ridership since 1991; Ethnicity - Overall, Hispanic females showed the greatest increase in use of Tri-Rail for their trip making since 1991; Annual Household Income - Since 1991, a greater percent of female riders are coming from households with lower annual incomes; Education Level - No significant changes have occurred in the level of education of female riders since 1991; Travel Frequency - The largest decline in usage is among the female riders who use the system 4 or more days per week; Trip Purpose - The work trip purpose exhibited the largest decline among female riders since 1991; Reason for Riding - Since 1991, fewer female riders indicated that the economy of riding the train was the reason for their use; and Alternative Travel Mode -  Driving as an alternative travel mode to Tri-Rail has shown the greatest decline among female riders since 1991. In summary, as more and more women enter the workforce and declines in federal, state, and local funding and ridership continue to occur, policy-makers, decision-makers, and transit providers such as Tri-Rail need to take a hard look at public transit's most captive rider, women.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Age
KW  - Commuter service
KW  - Education
KW  - Ethnic groups
KW  - Families
KW  - Females
KW  - Florida
KW  - Gender
KW  - Income
KW  - Mode choice
KW  - Rail transit
KW  - Suburbs
KW  - Surveys
KW  - Trip length
KW  - Trip purpose
KW  - Wages
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/post5.pdf
UR  - https://trid.trb.org/view/721415
ER  - 

TY  - CONF
AN  - 00927526
AU  - Saka, A A
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - COMPARATIVE ANALYSIS OF TRAVEL CHARACTERISTICS OF WOMEN AND MEN IN THE BALTIMORE AREA (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - This paper discusses the trip making characteristics of women and men in the Baltimore metropolitan area. A survey was undertaken on white collar office workers. The purpose of the survey is to document and compare some trip making characteristics, including number of trips made, amount of time spent on the road, latent effect of random violence on trip making, and the travel issues perceived to be the most critical, for women and men. Analysis of 51 participants (37 women and 14 men) suggests that, contrary to previous studies on gender related travel, women in white collar jobs make more daily trips and hence spend more time on the road than their male counterparts; equal proportion of the women and men perceived random violence to be the most critical travel issues; and the women postponed a higher percentage of their trips owing to perceived personal safety. The survey also shows that the married women make fewer trips than the single women; the women with kids make more trips than the women without kids; and the married women with kids make fewer trips than the single women with kids. In addition, the analysis of traffic accident data for the Baltimore metropolitan area from 1993 to 1995 reveals that the accident rate for men is approximately twice the rate for women. The fatality rate ratio is even higher. The conclusion of the study is that contrary to the popular notion, for men and women with similar socioeconomic attributes, there is no evidence that men make more trips and travel longer than women. Indeed, there are indications that the women make more trips and spend more time on the road than their male counterparts.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Analysis
KW  - Automobile travel
KW  - Baltimore (Maryland)
KW  - Children
KW  - Crash data
KW  - Families
KW  - Fatalities
KW  - Females
KW  - Males
KW  - Marital status
KW  - Metropolitan areas
KW  - Socioeconomic factors
KW  - Surveys
KW  - Time
KW  - Traffic crashes
KW  - Travel
KW  - Violent crimes
UR  - http://www.fhwa.dot.gov/ohim/womens/post6.pdf
UR  - https://trid.trb.org/view/721416
ER  - 

TY  - CONF
AN  - 00927522
AU  - Brennan, T L
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - AN ANALYSIS OF TRIP BEHAVIOUR PATTERNS OF WOMEN IN DEVELOPING COUNTRIES: A CASE STUDY OF PUEBLA, MEXICO (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - Women by virtue of their distinct and clearly defined roles in Latin American society have different transportation needs than men. Women are responsible for caring for the household, earning income and acting in the community to improve basic urban services. Understanding how these roles play a significant part in women's use and access to transportation resources is critical, especially in the developing world context which is characterized by rapid population growth, expanding urban areas, significant income disparities, high rates of inflation, poor infrastructure conditions and decreased government spending on urban services. These events have a significant effect on low-income communities and in particular low-income women who must negotiate time, costs and access to transportation while meeting their daily duties. The purpose of this project is to interpret and assess the particular trip patterns of women in developing countries utilizing both literary sources and primary data, and to determine appropriate transportation policy responses to their defined needs. The first part of this study provides a general discussion of transportation and gender planning issues in developing countries, and of women's experiences with transportation in Mexico and Latin America. Puebla, Mexico serves as the case study area in the second part of the study. This case study utilizes information from a door-to-door transportation survey conducted in 1993-1994 by the Inter-University Group of Montral, in association with the State Government of Puebla, the Autonomous University of Puebla, and the World Bank. The first stage of this case study focuses on the key areas in which women's use of transportation differs from men's. Findings from the first stage support the existing literature and previous studies regarding women's experiences with transportation in Mexico and Latin America and indicate that age, work status, driver license status and location are significant factors in women's trip patterns. It was found that when women in Puebla make trips, they make trips more often; for more reasons, and; depend on public transportation more than men. Contrary to the literature, women in Puebla spend less time travelling per day than men. The second stage assesses how daily activities and associated trips patterns vary between women from three sample areas differentiated by location and socio-economic factors. The findings indicate that low income women rarely demonstrate similarities with suburban women in their trip behaviour patterns. This stage raises key issues that have significant implications for future trip behaviour survey procedures and transportation planning in Puebla, Mexico. Emphasis needs to be placed on women's accessibility to transportation and the incorporation of women voices into planning processes, as well as a commitment to gaining more information on women's experience with transportation. In particular, transportation behaviour surveys need to incorporate questions recognizing gender roles in developing countries.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - Age
KW  - Developing countries
KW  - Driver licenses
KW  - Females
KW  - Gender
KW  - Latin America
KW  - Location
KW  - Low income groups
KW  - Males
KW  - Public transit
KW  - Puebla (Mexico)
KW  - Socioeconomic factors
KW  - Suburbs
KW  - Surveys
KW  - Transportation planning
KW  - Transportation policy
KW  - Travel behavior
KW  - Travel patterns
KW  - Work status
UR  - http://www.fhwa.dot.gov/ohim/womens/post2.pdf
UR  - https://trid.trb.org/view/721412
ER  - 

TY  - CONF
AN  - 00927521
AU  - Bethea, P
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - ACCESS TO PUBLIC TRANSPORTATION AND PATTERNS OF CAREER DEVELOPMENT AMONG AFRICAN-AMERICAN WOMEN (ABSTRACT ONLY)
PY  - 2000/01
SP  - 1p
AB  - Current research indicates that African American women are more likely to be rearing children alone, to be poor, and to be dependent on public transportation than their counterparts in other ethnic groups. Specifically, the National Personal Transportation Survey (NPTS, 1990-91) found that minority women account for the majority of transit users. This dependency on public transportation is aggravated by the limitations of public transportation in small urban areas. These limitations affect children who are handicapped by mothers unable to model career development and planning and employers heavily dependent on the female work force of 2010 and beyond. This study examined access to public transportation among African American women and the relationship between public transportation and career development using a definition of career which included work and leisure (C = W + L). The sample was taken from an urban area in the southeast where a three year old municipally operated transit system was functional. In the first phase of data collection, 415 women who were either dependent on fixed-route public transportation or who had access to private transportation participated in a fixed-route survey or focus group process. Participants were asked how they travel within the city to work and leisure activities, and to describe their work histories and career development in the context of transportation. Sixty percent of fixed-route transportation dependent respondents identified the bus as a good way to get to desired jobs compared to only 13% of transportation independent women in the focus groups. Among transportation dependent respondents, 47% reported having refused or quit a job because of lack of transportation and 67% stated that in the past, they had taken a job just because they could get there by bus. Women who experienced fewer work interruptions due to transportation expressed greater satisfaction with bus service whereas having to refuse or quit a job due to lack of transportation influenced the attitude that the bus is not a good way to get to work. Importantly, most transportation dependent women described their work experience as a lot of different jobs as opposed to a career while almost all of their transportation independent counterparts in the focus group process identified their work experience as a career. There were also important difference in the patterns of career development between women in the two groups. Fixed-route respondents indicated more fragmented and unstable work histories.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - African Americans
KW  - Bus travel
KW  - Careers
KW  - Development
KW  - Employment
KW  - Females
KW  - Fixed routes
KW  - Jobs
KW  - Leisure time
KW  - Public transit
KW  - Urban areas
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/post1.pdf
UR  - https://trid.trb.org/view/721411
ER  - 

TY  - CONF
AN  - 00927520
AU  - Georgiadou, F
AU  - Branch, K
AU  - Tenney, S
AU  - Silbernagel, M C
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - TRIP REDUCTION INCENTIVES: GENDER DIFFERENCES AND POLICY IMPLICATIONS
PY  - 2000/01
SP  - 36p
AB  - The social science literature in transportation identifies a number of gender differences in the commuting behaviors of men and women. Women tend to make more trips related to family needs, and they also travel more than do men overall, particularly between the ages of 24 and 54-the prime child rearing and family development years. This suggests that men and women may respond to and be affected differently by incentive programs used by employers to reduce the number of trips made and vehicle miles traveled by workers. Knowledge of these differences, and identification of programs that have been particularly responsive to women's needs, would be useful to community transportation planners, transit authorities, and companies attempting to meet requirements for trip reduction. The environmental literature provides a number of recommendations for the design of programs aimed at changing behaviors that adversely affect the environment. In general, this literature has not been integrated with the transportation management literature. This paper provides some lessons learned from the environmental literature and examines their applicability to the Washington State Commute Trip Reduction Program. It describes the incentives and sanctions used by employers in Washington State to encourage their staff to reduce trips to work and the evaluation activities undertaken to assess the success of the program and the impacts on male and female employees of the trip reduction program. It presents results of discussions with employers and transit authorities about the availability and need for information about the differential effectiveness of various incentives and the policy implications of these findings. The paper provides an assessment framework derived from recent developments in environmental management and assessment and utilizes data collected from employees in Washington State as part of the Washington State Trip Reduction Program, along with data from a ten-year series of telephone surveys of representative samples of frequent, infrequent, and nonriders of public transportation in the Seattle metropolitan area. The analysis discusses gender differences in the use/nonuse of trip reduction incentives and in the relative attractiveness of various alternatives to single-person, daily car commuting to work. The paper also presents preliminary information about the degree of awareness and response to gender and other social group differences in the effectiveness/desirability of trip reduction incentives by employers' transportation coordinators in the Puget Sound area.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Automobile travel
KW  - Awareness
KW  - Commuting
KW  - Employees
KW  - Employers
KW  - Environment
KW  - Evaluation
KW  - Females
KW  - Gender
KW  - Impacts
KW  - Incentives
KW  - Males
KW  - Policy
KW  - Public transit
KW  - Puget Sound Region
KW  - Sanctions
KW  - Seattle (Washington)
KW  - Transit authorities
KW  - Travel demand management
KW  - Vehicle miles of travel
KW  - Vehicle occupancy
KW  - Washington (State)
KW  - Washington State Commute Trip Reduction Program
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap40.pdf
UR  - https://trid.trb.org/view/721410
ER  - 

TY  - CONF
AN  - 00927518
AU  - Mokhtarian, P L
AU  - Raney, E A
AU  - Salomon, I
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - BEHAVIORAL RESPONSE TO CONGESTION: IDENTIFYING PATTERNS AND SOCIOECONOMIC DIFFERENCES IN ADOPTION
PY  - 2000/01
SP  - 21p
AB  - An understanding of how individuals perceive congestion and the range of coping strategies they adopt is crucial for the development of relevant, effective policies. This study empirically tested two hypotheses: (1) that responses to unsatisfactory conditions, such as a congested commute, are a function of previously adopted adjustments, and (2) that responses to congestion are distributed differently across various socioeconomic segments. Coping strategies were classified into tiers according to their similarity in implementation cost and effort: lower-effort strategies which increase the comfort in maintaining existing travel patterns; moderate-effort strategies which tend to reduce travel; and major lifestyle/location change strategies such as job or residence changes. Findings confirm that lower-effort strategies tend to be adopted first, with higher-effort strategies adopted if dissatisfaction persists. The adoption of most types of strategies, especially the more costly ones, appears to fall disproportionately to women. Additionally differences were identified by family status, income level, employment status, and household type. These results illustrate the need for further study into patterns of behavioral response to congestion, with the goals of improving forecasts of the effects of congestion mitigation policies and identifying distributional inequities in those effects.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Attitudes
KW  - Behavior
KW  - Commuting
KW  - Coping strategies
KW  - Costs
KW  - Efforts
KW  - Employment
KW  - Family status
KW  - Females
KW  - Households
KW  - Implementation
KW  - Income
KW  - Jobs
KW  - Location
KW  - Residential location
KW  - Socioeconomic factors
KW  - Strategic planning
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Travel patterns
UR  - http://www.uctc.net/papers/373.pdf
UR  - https://trid.trb.org/view/721408
ER  - 

TY  - CONF
AN  - 00927512
AU  - Ward, B G
AU  - Hill, E T
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN IN TRANSIT: FINDINGS FROM AFRICAN-AMERICANS, OTHER MINORITIES, AND WOMEN IN THE TRANSIT INDUSTRY
PY  - 2000/01
SP  - 51p
AB  - This research builds on the doctoral dissertation of Philip W. Jeffress, "The Negro [sic] in the Urban Transit Industry". Dr. Jeffress explored the degree to which transit may be an industry in which blacks could expect favorable hiring and promotional practices. Jeffress's research took place in the late 1960s, a few years after the enactment of the Civil Rights and Federal Transit Acts. In his final chapter, he posits that the transit industry will continue to provide employment and advancement opportunities for blacks. As a project of the National Urban Transit Institute, the Center for Urban Transportation Research revisited Jeffress's work and expanded the scope of research to include women and all minority groups recognized as protected classes in federal legislation. The research attempts to measure the degree to which minorities and women have realized favorable employment and advancement opportunities in the transit industry. Data sources include EEO-1 and EEO-4 reports from the transit systems included in Jeffress's original study, a mail survey, and formal telephone and in-person interviews. The EEO reports were used to provide the historical experience of the systems and to measure the labor supply and demand. The mail survey, based on the American Planning Association's 1991 Planners Salary Survey, was used not only to measure salaries, but also to explore perceptions of social equity. The interviews provide additional ethnographic data. The data reveals that the women have made significant gains in the transit industry. Women were previously concentrated in clerical and secretarial positions. The data do suggest, however, that women in management positions are channeled toward human resources or "social service" line positions. The implications of these findings are twofold. First, for the women in these positions, the employment and advancement patterns carry economic and social effects that affect their lives and communities. Second, on a broader level, these employment and advancement practices may not place women in decision making positions within transit agencies. Representation at the decision making levels is important in that women and minorities have the potential to contribute to the quality of service by bringing their perspectives as members of these groups. Failure to include women and minorities in the decision making process ultimately affects the delivery of services perpetuating conditions of economic and social isolation. This research is exploratory. Additional research is needed among all Section 9, 16 (b) (2), and 18 transit recipients. Similar investigation also could be conducted among Health and Human Service transportation providers.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - African Americans
KW  - Blacks
KW  - Decision making
KW  - Economic impacts
KW  - Employment
KW  - Ethnic groups
KW  - Females
KW  - Hiring policies
KW  - Management
KW  - Minorities
KW  - Promotion
KW  - Public transit
KW  - Social factors
KW  - Transit authorities
KW  - Transit operating agencies
UR  - http://www.fhwa.dot.gov/ohim/womens/chap32.pdf
UR  - https://trid.trb.org/view/721402
ER  - 

TY  - CONF
AN  - 00927514
AU  - Hanlon, S
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WHERE DO WOMEN FEATURE IN PUBLIC TRANSPORT?
PY  - 2000/01
SP  - 15p
AB  - This paper addresses women and the public transport business environment. It considers the current position of women, changes that have occurred over time and those that are sought for the future. Women's transport needs are distinct from those of men and they are poorly met by current transport policy and provision. The transport world has been slow to see the relevance of women, women's needs or women's issues to planning and decision-making. To a certain extent, this is because there has been a culture pervading the industry which believed the product should be its focus with people, the staff who produce it or the customers who buy it, being incidental. But no product has value until it is sold. In public transport, we as operators produce vehicle kilometers and then sell a proportion of these as passenger kilometers. It must be our major aim to sell the product rather than to produce it. Service design, therefore, should be about tailoring the service to the customer's needs rather than trying to entice customers to use an inappropriate service. Getting the product right in the urban transit context means supplying the type of service the market wants at a price it is willing to pay. Women are significantly in the majority as public transport users so planning and service design for women is essentially about ensuring the delivery of quality services to the real world. However, for decades transit service designers have focused on producing the product rather than selling the product with the result that they bear no resemblance to what is wanted or needed by women. The fact that women are woefully under-represented as professionals and as service providers in the industry is also a major contributing factor. Workforce gender segregation within public transport management and operations is central to the debate of adequately catering for women's needs both as employees and customers. In examining workforce statistics for 5 major public transit providers from various Australian States, it is hoped to provide an insight on where women do-and don't-feature in the Australian transit industry.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Australia
KW  - Business practices
KW  - Customers
KW  - Decision making
KW  - Employees
KW  - Employment
KW  - Females
KW  - Gender
KW  - Human beings
KW  - Management
KW  - Needs assessment
KW  - Operations
KW  - Planning
KW  - Policy
KW  - Production
KW  - Products
KW  - Professional employment
KW  - Public transit
KW  - Sales
KW  - Statistics
KW  - Transit authorities
KW  - Transit operating agencies
KW  - Urban transit
UR  - http://www.fhwa.dot.gov/ohim/womens/chap34.pdf
UR  - https://trid.trb.org/view/721404
ER  - 

TY  - CONF
AN  - 00927516
AU  - Niemeier, D
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - LINKING SOCIAL CONTEXT WITH TRANSPORTATION PLANNING AND FUNDING
PY  - 2000/01
SP  - 15p
AB  - Recent changes in federal transportation policy have raised expectations that future infrastructure funding priorities will now be more closely linked to the demands of transportation consumers. In the few years since passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), transportation agencies have indeed begun to place greater emphasis on public involvement, environmental impacts and alternative strategies for alleviating congestion. Yet, there remains a definite tendency to utilize "traditional" highway criteria and standards for evaluating and selecting transportation infrastructure, at all levels of analysis. The purpose of this paper is to explore the criteria currently used to evaluate and select transportation infrastructure projects and the major social and demographic patterns in which the projects occur. The paper begins with a brief overview of the social context in which transportation projects are being selected. This overview is not meant to be all encompassing, but rather to provide the necessary background in which to interpret the actualization of ISTEA's policies. The overview on social context is followed by a detailed discussion of the goals and objectives noted in ISTEA and a review of the criteria typically used to evaluate and select new transportation projects for funding. The paper then turns to a discussion of the interactions between social context and the criteria used to prioritize projects for funding. Finally, the paper concludes with a summary of recommendations for future research which identifies many of the links that must be forged between transportation users and project prioritization.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Customers
KW  - Demand
KW  - Demographics
KW  - Environmental impacts
KW  - Evaluation
KW  - Financing
KW  - Infrastructure
KW  - Intermodal Surface Transportation Efficiency Act of 1991
KW  - Policy
KW  - Project selection
KW  - Public participation
KW  - Social factors
KW  - Strategic planning
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/ohim/womens/chap36.pdf
UR  - https://trid.trb.org/view/721406
ER  - 

TY  - CONF
AN  - 00927510
AU  - Schulz, D
AU  - Gilbert, S
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN AND TRANSIT SECURITY: A NEW LOOK AT AN OLD ISSUE
PY  - 2000/01
SP  - 13p
AB  - There is no better way to introduce the topic of women and transit security than with the experiences of one rapid transit system in attacking head-on the issues of women's fears of using public transit. Only three years after its initial opening, this transit system was forced to organize a special police force to deal with the problem of crowding. Within eight years of its opening, the transit system was being criticized for the sexual harassment of women and girls, who, although they accounted for only about a quarter of all peak hour passengers, were forced to endure jostling and unwelcome sexual contact. The cross-class nature of these incidents was viewed as "a violation of the laws of decency." One solution the transit system rejected was cars solely for women, although years later the system would embrace the idea of cars for students traveling between school and home in the afternoon hours. The transit system, though, continued to receive criticism about the safety of women riders. A few years later, women police officers worked as decoys to contain the behavior of men who made it "their business to insult and annoy women and girls." More than fifteen new mass transit systems have opened during the last 20 years. Would anyone like to guess which system we are describing? Good guesses all, but none are correct. In fact, we are describing New York City's first subway, the Interborough Rapid Transit, which opened in 1904, and was viewed as a sensation for its underground travel, its extremely high speeds, and its unprecedented crowding. It was this last attribute that led to concerns about women's safety on the system. This contrasts sharply with today's concern about women's safety, which more often revolves around dark and deserted stations and parking lots, rather than problems of too many people in too little space. Concurrent with women's renewed visibility alone in public places, the 1960s saw renewed concerns about safety in public spaces; concerns that have led to parallel developments in crime prevention through environmental design and, more recently, involvement of community groups in planning for their own safety. Despite the fact that crime rates fell in many large cities in the United States in 1995 and 1996, citizens have not reported feeling substantially safer on their streets. This does not bode well for transit agencies, which have learned within the past 20 years that citizens are far more fearful of their transit systems than they are of their city streets. To combat these fears, transit agencies have embraced principles of crime prevention through environmental design while also devising their own versions of community policing, many of which focus not only on enhanced patrol techniques but also on community outreach programs. This paper discusses transit system safety and the efforts, in many cities throughout the United States, of transit authorities to make the systems safer.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Community action programs
KW  - Countermeasures
KW  - Crime victims
KW  - Crimes
KW  - Crowds
KW  - Environmental design
KW  - Females
KW  - Interborough Rapid Transit
KW  - New York (New York)
KW  - Parking lots
KW  - Police patrol
KW  - Public transit
KW  - Rapid transit
KW  - Rapid transit cars
KW  - Ridership
KW  - Security
KW  - Subway stations
KW  - Transit operating agencies
KW  - Transit safety
KW  - United States
UR  - http://www.fhwa.dot.gov/ohim/womens/chap30.pdf
UR  - https://trid.trb.org/view/721400
ER  - 

TY  - CONF
AN  - 00927513
AU  - SMITH, N
AU  - Wigan, M
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - TRANSPORT EDUCATION AND TRAINING: WHAT IS VALUED? WHAT IS NEEDED?
PY  - 2000/01
SP  - 15p
AB  - This paper considers the education and training decisions currently being made in the transport industry, especially in Urban Public Transit. It uses Australian data but the issues raised are generally applicable especially in the developed nations. Whilst an increase in formal rather than on the job training is welcomed, the method of deciding what training is needed is questioned. In particular attracting and serving customers are important in passenger transport and are frequently identified as vital to the future of Public Transit. If improvements in these areas are sought, education and training priorities may need adjustment. This is especially relevant for women who are often found in customer service roles in the industry.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Australia
KW  - Customer service
KW  - Customers
KW  - Decision making
KW  - Education and training
KW  - Females
KW  - Passenger transportation
KW  - Public transit
KW  - Strategic planning
KW  - Urban transit
UR  - http://www.fhwa.dot.gov/ohim/womens/chap33.pdf
UR  - https://trid.trb.org/view/721403
ER  - 

TY  - CONF
AN  - 00927517
AU  - Mokhtarian, P L
AU  - Bagley, M N
AU  - Hulse, L
AU  - Salomon, I
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE INFLUENCE OF GENDER AND OCCUPATION ON INDIVIDUAL PERCEPTIONS OF TELECOMMUTING
PY  - 2000/01
SP  - 22p
AB  - Accurate forecasts of the adoption and impacts of telecommuting depend on an understanding of what motivates individuals to adopt telecommuting, since those motivations will offer insight into who is likely to telecommute under what circumstances. Motivations for telecommuting are likely to differ by various segments of society. In this study, the authors analyze gender and occupation differences in the perceptions of telecommuting for 583 employees of the City of San Diego. Numerous differences are identified. Most broadly, women on average rated the advantages of telecommuting more highly than men-both overall and within each occupation group. Women were more likely than men to cite family, personal benefits, and stress reduction as advantages of telecommuting, and more likely to see the lack of visibility to management as a disadvantage. Clerical workers were more likely than managers or professionals to see the family, personal, and office stress-reduction benefits of telecommuting as important, whereas managers and professionals were more likely to cite getting more work done as the most important advantage of telecommuting. Reduced social interaction appeared to be of about equal concern to both clerical and professional/technical workers, and reduced professional interaction was of greatest concern to managers and professionals. Professionals were more likely than the other two job types to see the lack of visibility to management and the need for discipline as disadvantages.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Attitudes
KW  - Benefits
KW  - Clerical workers
KW  - Emotions
KW  - Families
KW  - Females
KW  - Gender
KW  - Males
KW  - Management
KW  - Managerial personnel
KW  - Motivation
KW  - Occupations
KW  - Professional interaction
KW  - Professional personnel
KW  - San Diego (California)
KW  - Social factors
KW  - Stress (Physiology)
KW  - Stress (Psychology)
KW  - Telecommuting
UR  - http://www.fhwa.dot.gov/ohim/womens/chap37.pdf
UR  - https://trid.trb.org/view/721407
ER  - 

TY  - CONF
AN  - 00927519
AU  - Butler, P
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - AUTOMOBILE INSURANCE PRICING: OPERATING COST VERSUS OWNERSHIP COST; THE IMPLICATIONS FOR WOMEN
PY  - 2000/01
SP  - 16p
AB  - This paper assesses the ability of automobile insurance prices to distinguish the 2:1 ratio of men's to women's annual mileage, which is linked to a similar ratio of accident involvement per year. Review of current price classes by driver sex and age, by future mileage, and by past driver record reveals severe limitations to their capacity to assess women's lower mileage exposure to risk of accidents. Accidents are modeled as a process of random sampling of vehicle miles traveled (VMT) by cars in an insurance class. This analogy underscores 1) the impossibility of pricing by individual accident record and 2) the paramount importance of odometer-measured vehicle miles of on-the-road exposure for assessing individual accident risk in money terms. The need for risk classification as the essential complement to exposure measurement is shown by considering how a single insurance surcharge on gasoline ("pay at the pump" insurance) as an exposure measure would perversely affect incentives for risk control. Current risk classification is profoundly compromised because individual exposure is not measured. An efficient per-mile premium system combining exposure measurement and risk classification is described. Current flat premiums are compared to premiums that would increase in direct proportion to miles of driving exposure. This comparison shows how individuals, and also women and men as groups, would be affected by changing insurance from a fixed cost of car ownership to a per-mile operating cost of car use.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Age
KW  - Annual
KW  - Automobile insurance
KW  - Driver records
KW  - Drivers
KW  - Females
KW  - Fixed costs
KW  - Gender
KW  - Males
KW  - Operating costs
KW  - Ownership
KW  - Pricing
KW  - Risk assessment
KW  - Traffic crashes
KW  - Vehicle miles of travel
UR  - http://www.fhwa.dot.gov/ohim/womens/chap39.pdf
UR  - https://trid.trb.org/view/721409
ER  - 

TY  - CONF
AN  - 00927515
AU  - Dittmar, H
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - FROM WOOING SOCCER MOMS TO DEMONIZING WELFARE MOTHERS: A LEGISLATIVE AND POLICY CONTEXT FOR WOMEN'S TRAVEL
PY  - 2000/01
SP  - 7p
AB  - One of the truly amazing stories of the last otherwise low key Presidential election season was the discovery and exploitation of a "new" demographic group-the so-called "soccer mom." Pollsters, spinsters, pundits and columnists have all rushed to chronicle the existence of these middle to upper income women, who spend their suburban days and suburban nights shuttling in their Volvos or minivans between school, shopping trip and soccer game, often with a job sandwiched in between. The selection of New Jersey Governor Christine Todd Whitman as the keynote speaker at the Republican Convention was widely seen as candidate Bob Dole's attempt to reach out to this new target group, in a clear vindication of the findings of the first conference on Women's Travel Issues nearly twenty years ago. Of course the rush to reach out to the "soccer moms" by candidates of both political parties has not included serious discussion of the transportation and land use trends that have created their daily plight, or of the strategies available to government to deal with their problems. Instead the candidates focus on issues like education, abortion and values, and spin their messages to appeal to the supposed bent of this group. At the same time other political issues which could have significant impacts on women's travel and quality life are discussed without reference to their implications for women, including welfare reform, school choice and affirmative action. The one legislative initiative which has provided real tools to respond to women's travel needs-the Intermodal Surface Transportation Efficiency Act, up for reauthorization next year-is seen as a construction bill or jobs bill. What are recent key legislative initiatives and how have they affected women's travel? What legislative issues are on the horizon and how will they be reflected in the demand for travel and in the satisfaction of that demand? And, finally, how can research and policy analysis help to better define these issues so that legislation and spending can be targeted to dealing with the real problems of the so-called "soccer moms" and "welfare mothers", along with everybody for whom a category has not yet been invented?
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Children
KW  - Driving
KW  - Expenditures
KW  - Females
KW  - Land use
KW  - Legislation
KW  - Policy
KW  - Quality of life
KW  - Schools
KW  - Shopping
KW  - Soccer moms
KW  - Strategic planning
KW  - Suburbs
KW  - Travel
KW  - Travel demand
KW  - Vans
KW  - Welfare mothers
UR  - http://www.fhwa.dot.gov/ohim/womens/chap35.pdf
UR  - https://trid.trb.org/view/721405
ER  - 

TY  - CONF
AN  - 00927511
AU  - Lewis, C A
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - PERSPECTIVE ON TRANSIT INDUSTRY RESPONSE TO INCREASED GENDER AWARENESS
PY  - 2000/01
SP  - 13p
AB  - The nineties have been a period of tremendous change for the transportation industry. The Intermodal Surface Transportation Efficiency Act, Clean Air Act Amendments, Americans with Disabilities Act, and increasing sensitivity to gender and ethnic diversity have caused agencies to reassess their standard operating procedures. Greater knowledge has been sought by senior level transportation officials in an effort to prepare agencies for the changing policy and social environments. A variety of techniques have aided the dissemination of information including seminars and workshops, revisions to policy manuals, and strengthened procedures regarding how issues will be resolved. This research examines the level and nature of direct transportation agency response, specifically in regard to increased gender awareness in the transportation organization. That is, what departments have taken the lead in educating employees as to the types of behaviors and comments that are insensitive and subject to being misread by women? Also, how might the complaints being filed in transit agencies be classified and how much are transit authorities spending to address gender related issues?
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Awareness
KW  - Behavior
KW  - Complaints
KW  - Education
KW  - Employees
KW  - Expenditures
KW  - Females
KW  - Gender
KW  - Policy
KW  - Public transit
KW  - Social factors
KW  - Transit authorities
KW  - Transit operating agencies
UR  - http://www.fhwa.dot.gov/ohim/womens/chap31.pdf
UR  - https://trid.trb.org/view/721401
ER  - 

TY  - CONF
AN  - 00927508
AU  - Dischinger, P C
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE RISK OF ANKLE/FOOT FRACTURES AMONG WOMEN DRIVERS
PY  - 2000/01
SP  - 7p
AB  - Motor vehicle crashes are a major cause of lower extremity trauma, especially foot/ankle fractures. Modification of motor vehicles to create a more crash worthy environment for the lower extremities would be one of the most effective ways to reduce the incidence and severity of these disabling and costly injuries. However, before such engineering or other interventions may be implemented, we need a better understanding of the epidemiology and biomechanics. Analysis of a linked police report/ hospital discharge database reveals a significantly higher incidence of ankle/foot fractures among drivers in frontal collisions, that seat belts are not effective in preventing these injuries, and that women have a higher risk of ankle/foot fracture than men. Further analyses have revealed that this finding may be due to an inverse correlation between height and the risk of injury. That is, shorter drivers, most of whom are women, have a higher risk of ankle/foot fractures in frontal collisions.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Ankle
KW  - Biophysics
KW  - Drivers
KW  - Epidemiology
KW  - Females
KW  - Foot
KW  - Fractures (Anatomy)
KW  - Frontal crashes
KW  - Height
KW  - Injuries
KW  - Risk analysis
KW  - Seat belts
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/ohim/womens/chap28.pdf
UR  - https://trid.trb.org/view/721398
ER  - 

TY  - CONF
AN  - 00927500
AU  - Sen, L
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE TRANSPORTATION NEEDS OF AMERICAN WOMEN IN A CROSS-CULTURAL CONTEXT
PY  - 2000/01
SP  - 10p
AB  - Transportation needs of American Women must be perceived in terms of a number of factors; age, stage in life cycle, location, trip needs, mode choice, and life styles based on previous experiences and cultural background. The existing literature has helped to establish critical factors. While numerous studies have already isolated the significance of stages in the life cycle, age and location of origins and destinations of trips, conventional studies of mode have dealt with preferred modes without the inclusion of life styles/cultural factors. Yet this is critical when we consider that many women especially in urban areas are first-generation immigrants whose experience and life styles do not fit the majority. Thus a number of questions have been raised for further research and also to influence data collection efforts at all levels. They are summarized as follows:  Do women from different cultural backgrounds bundle their trips in a different manner and in different amounts?  Do they also choose to substitute time for money or travel time for some other activities?  How do women with prior living experience outside the U.S. choose transport modes or conduct their lives?  What are the average household size, and the number of non-driving adults and children in the household?  What are the influence of country of birth / culture on preferred mode, or use of existing mode(s)? What are the influence of prior transportation experience on their travel behavior and patterns in the United States?  What are the influence of their length of residence in the United States and their age at immigration?  For those women who have acquired their licenses at some later stage in their lives, how do they use the car and how often and where and when do they travel? If cultural minority women's groups born in the United States are added to those foreign-born or foreign raised, there is a wide variety of transport experience which may influence their mode choices and travel behavior and patterns.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Age
KW  - Automobile travel
KW  - Country of birth
KW  - Culture (Social sciences)
KW  - Females
KW  - Households
KW  - Immigrants
KW  - Mode choice
KW  - Money
KW  - Needs assessment
KW  - Nondrivers
KW  - Size
KW  - Travel behavior
KW  - Travel patterns
KW  - Travel time
KW  - Trip chaining
KW  - Urban areas
UR  - http://www.fhwa.dot.gov/ohim/womens/chap23.pdf
UR  - https://trid.trb.org/view/721390
ER  - 

TY  - CONF
AN  - 00927499
AU  - Burkhardt, J
AU  - Berger, A M
AU  - McGavock, A T
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE MOBILITY CONSEQUENCES OF THE REDUCTION OR CESSATION OF DRIVING BY OLDER WOMEN
PY  - 2000/01
SP  - 15p
AB  - Ecosometrics, Incorporated is working on a project called "The Mobility Consequences of the Reduction or Cessation of Driving Among Older Persons." The sponsors of this project are the U. S. Department of Health and Human Services and the National Highway Traffic Safety Administration. Through a review of the literature and any research currently being conducted as well as through a series of focus groups, the goals of their project are to: 1) Identify factors that influence older persons to reduce or to stop driving, to determine how they make such decisions, and which types of persons are likely to stop driving and which are not; 2) Document the changes in mobility and travel behavior which result when driving is reduced or ceased; 3) Identify changes in the lives of older individuals and those around them resulting from reductions in or losses of personal mobility; and 4) Determine the programmatic implications of the research findings of this project. The problem is a large one. People 65 years of age and older are projected to represent 13 percent of the population in the year 2000 and 20 percent by the year 2030. The fastest-growing demographic group in the U. S. at the moment is persons 85 years of age and older. By the year 2000, one out of every three drivers will be over the age of 55, according to the American Automobile Association. Furthermore, the vast majority of Americans have grown up in a culture which strongly depends on automotive transportation for mobility, and most Americans (including the elderly) now live in communities which are not served well or frequently by public transit services. This presentation touches on some of these issues as they directly pertain to women. They also discuss the state of existing research in this area. These issues are particularly relevant to women as women live longer than men do (leading some to label old age as a woman's issue).
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Aged
KW  - Aged drivers
KW  - Decision making
KW  - Driving
KW  - Females
KW  - Mobility
KW  - Planning
KW  - Quality of life
KW  - Research
KW  - Travel behavior
UR  - http://www.fhwa.dot.gov/ohim/womens/chap22.pdf
UR  - https://trid.trb.org/view/721389
ER  - 

TY  - CONF
AN  - 00927506
AU  - Kostyniuk, L P
AU  - Molnar, L J
AU  - Eby, D W
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - ARE WOMEN TAKING MORE RISKS WHILE DRIVING? A LOOK AT MICHIGAN DRIVERS
PY  - 2000/01
SP  - 15p
AB  - Among the explanations offered for the increase in motor vehicle accidents involving women is that women have increased their exposure, that is, women are at higher risk because there are more of them driving and they are driving more than in the past. Given that increased exposure for women is well documented, the purpose of this paper is to explore the possibility that increases in risky driving behaviors at least partially account for the increase in the share of women's fatalities in motor vehicle crashes. The aspects of risky driving behavior selected for examination are short following headways, speeding, use of safety belts, and driving under the influence of alcohol. Because higher risk-taking is often associated with youth, examination by age is also included. The approach of this study was to examine in a preliminary way, existing data sources for evidence of changes in the risk-taking aspects of women's driving. The Social and Behavioral Analysis (SBA) group at the University of Michigan Transportation Research Institute (UMTRI) has been conducting studies monitoring driver behavior and attitudes for over a decade and has a wealth of information on various aspects of driving behavior. Two of these multi-year studies, the Michigan Omnibus State Safety Survey of Traffic Safety Attitudes and Behaviors (Streff et. al., 1988; 1990; 1992; 1995), an ongoing study of opinions, attitudes and behaviors of adult Michigan residents, and the Michigan Direct Observation Studies of Safety Belt Use (Wagenaar et. al., 1988; Streff et. al., 1990; 1992; 1993; Eby et. al., 1994; 1995; 1996) were explored for evidence of changes in the driving behavior of women. These data, together with the Michigan State Motor Vehicle Crash records, served as the sources for the authors' exploration of the question of change in the risk-taking in the driving behavior of women. In addition, much of the data in Evans' and Wasielewski's research into risky driving practices were collected in Michigan.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Crash causes
KW  - Crash data
KW  - Drivers
KW  - Driving
KW  - Drunk driving
KW  - Fatalities
KW  - Females
KW  - Headways
KW  - Michigan
KW  - Risk taking
KW  - Seat belts
KW  - Speeding
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/ohim/womens/chap26.pdf
UR  - https://trid.trb.org/view/721396
ER  - 

TY  - CONF
AN  - 00927509
AU  - Winston, F K
AU  - REED, R
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - AIR BAGS AND CHILDREN: RESULTS OF NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION SPECIAL INVESTIGATION INTO ACTUAL CRASHES
PY  - 2000/01
SP  - 10p
AB  - Air bags have been and continue to be an effective, lifesaving technology. The National Highway Traffic Safety Administration (NHTSA) has estimated that air bags have saved almost 1,500 lives, with an estimated 569 lives saved in 1995 alone. However, the increasing availability of air bags in passenger vehicles and light trucks has seen a concomitant rise in the report of injuries related to air bag deployment. While the vast majority of these injuries has been minor, the exposure of children to passenger-side air bag deployments has resulted in reports of more serious injuries. The objective of this study was to examine the interaction of air bags and children in actual crash scenarios. Investigations were conducted as part of the NHTSA's Special Crash Investigation Program. This paper will present a case series of more than twenty serious or fatal injuries in children attributed to air bag deployment. Cases of children whose lives were saved by air bags, the "success stories," were not included in the series because these cases were not reported to the NHTSA. Analysis of the investigations included determination of vehicle dynamics, occupant kinematics and injury patterns in order to define injury mechanisms.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Air bags
KW  - Case studies
KW  - Children
KW  - Crash investigation
KW  - Deployment
KW  - Fatalities
KW  - Injuries
KW  - Injury types
KW  - Kinematics
KW  - Occupant kinetics
KW  - Passengers
KW  - Traffic crashes
KW  - U.S. National Highway Traffic Safety Administration
KW  - Vehicle dynamics
UR  - http://www.fhwa.dot.gov/ohim/womens/chap29.pdf
UR  - https://trid.trb.org/view/721399
ER  - 

TY  - CONF
AN  - 00927505
AU  - Waller, P
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN, ALCOHOL, AND TRAFFIC SAFETY
PY  - 2000/01
SP  - 20p
AB  - We have heard reports about women's increasing presence in motor vehicle fatalities and dangerous driving. According to data from the National Highway Traffic Safety Administration (1995), between 1975 and 1994 the number of male drivers in fatal crashes dropped from 45,084 to 39,739, a drop of almost 12 percent. During the same period, women drivers in fatal crashes increased from 9,356 to 13,430, an increase of 43.5 percent (National Highway Traffic Safety Administration, 1995). It is understandable that these numbers caused alarm. What is happening with women? The role of women in our society, and particularly their role in relation to transportation, has changed dramatically over the past two and a half decades. Changes that affect women and transportation include changes in driving behavior, changes in crash involvement, changes in alcohol use and alcohol-related crash involvement, demographic changes, and differences in alcohol's impact on women.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Alcohol use
KW  - Behavior
KW  - Demographics
KW  - Drunk drivers
KW  - Fatalities
KW  - Females
KW  - Impacts
KW  - Impaired drivers
KW  - Physiology
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/ohim/womens/chap25.pdf
UR  - https://trid.trb.org/view/721395
ER  - 

TY  - CONF
AN  - 00927507
AU  - Kim, K E
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - DIFFERENCES BETWEEN MALE AND FEMALE INVOLVEMENT IN MOTOR VEHICLE COLLISIONS IN HAWAII, 1986-1993
PY  - 2000/01
SP  - 11p
AB  - The purpose of this study is to examine the experiences of male and female drivers involved in two vehicle collisions in the State of Hawaii, over the period 1986-1993. Using comprehensive police crash data, characteristics of male and female drivers are compared in terms of seat belt use, human factors involved in collisions, risky behaviors (such as speeding and alcohol), and patterns in terms of collision involvement. Using odds ratios, the author demonstrates that male drivers are 1.4 times more likely than female drivers to be unbelted, 3.6 times more likely to be involved in alcohol related collisions, two times more likely to be involved in speed related collisions, and 1.3 times more likely to be involved in head-on collisions. In addition to examining the general differences between male and female involvement in collisions, relationship between age, gender, and collision involvement is also examined. A logit model, explaining driver fault as a function of age, gender, and other variables is constructed. A U-shaped distribution between the odds of fault and age categories is found to exist, with young males (15-24 years old) and old females (65+) most likely to be classified at fault in collisions in Hawaii. It has been established that changes in women's travel behavior have increased both travel by women and their exposure to the risks of collision involvement. As pointed out in the NPTS (National Personal Transportation Survey) Demographic Special Reports (U.S. Department of Transportation, 1995), "women are traveling longer and making more trips-and doing more of that in a car." Moreover, FARS (Fatal Accident Reporting System) data, collected by the U.S. Department of Transportation (1991), has shown, for example, a steady increase in the rate of female involvement in fatal crashes over the period 1975 to 1990, while the fatal crash rate among males over the same period has steadily declined (FARS, 1991). The purpose of this paper is to examine data for one state (Hawaii), over the period 1986-1993, in order to gain a deeper understanding of the relationships between gender and crash involvement. Following some background on collision research in Hawaii and discussion of data and methods used in this study, the results and implications of the analysis will be presented.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Age
KW  - Crash data
KW  - Crashes
KW  - Drunk drivers
KW  - Fatalities
KW  - Females
KW  - Frontal crashes
KW  - Gender
KW  - Hawaii
KW  - Human factors
KW  - Logits
KW  - Males
KW  - Multiple vehicle crashes
KW  - Police reports
KW  - Risk taking
KW  - Seat belts
KW  - Speeding
KW  - Traffic crashes
KW  - Two axle cars
UR  - http://www.fhwa.dot.gov/ohim/womens/chap27.pdf
UR  - https://trid.trb.org/view/721397
ER  - 

TY  - CONF
AN  - 00927501
AU  - Lupa, M
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - HOUSEHOLD AND TRIP-MAKING CHARACTERISTICS OF ZERO VEHICLE HOUSEHOLDS IN NORTHEAST ILLINOIS
PY  - 2000/01
SP  - 8p
AB  - The goal of this study is to look at zero vehicle households in the six county Northeastern Illinois region. Three tasks will be performed: 1) a brief comparison of zero vehicle households to all households in the region; 2) a comparison of one person households with zero vehicles by gender; and 3) an interpretation of a set of needs for occupants of zero vehicle households based on quantitative and qualitative survey data. Results of the survey suggest several policy directions, particularly for the transit service providers that serve the City of Chicago. These include: transit fares based on distance, since households with no automobiles travel shorter distances; subsidy of taxi use by low income households since this mode seems to be attractive even to travelers with low household incomes; more demand response transit service since this mode simulates taxi service but at a lower price; greater attention to transit security since this concern affects the aged and infirm population to a greater extent than it affects the general population.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Aged
KW  - Chicago Metropolitan Area
KW  - Demand responsive transportation
KW  - Diseases and medical conditions
KW  - Distance based fares
KW  - Gender
KW  - Households
KW  - Low income groups
KW  - Needs assessment
KW  - Public transit
KW  - Security
KW  - Subsidies
KW  - Surveys
KW  - Taxi services
KW  - Trip purpose
KW  - Zero vehicle households
UR  - http://www.fhwa.dot.gov/ohim/womens/chap24.pdf
UR  - https://trid.trb.org/view/721391
ER  - 

TY  - CONF
AN  - 00927491
AU  - Hanson, S
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - GENDER, WORK, AND SPACE IN AN INFORMATION AGE
PY  - 2000/01
SP  - 14p
AB  - Over the past 20 years or so we've learned a lot about the crucially important role of gender in shaping travel activity patterns and about the ways in which travel patterns mold gender relations.  We've learned that: 1) despite their labor force participation, women continue to bear a disproportional share of the domestic workload and this uneven division of labor in the home is implicated in divisions of labor in the paid work force; 2) time-space plays a pivotal role in enabling people (particularly women) to combine waged work and domestic work - those with heavy domestic responsibilities, usually women, trade off higher wages and better job opportunities for greater proximity; 3) place-based networks of personal contacts are important in connecting people to housing, jobs, child/elder care, shopping and recreational opportunities.  Many people are convinced that the Internet and associated information technology (IT) are profoundly and irrevocable reshaping society, and that IT will make geography and location less important.  The author believes that we shall continue to have gendered bodies and forms of paid and unpaid work, and she speculates about how IT might alter what we've come to accept as received wisdom on location, place, gender, and work.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Distance
KW  - Division of labor
KW  - Domestic
KW  - Females
KW  - Gender
KW  - Households
KW  - Information technology
KW  - Internet
KW  - Jobs
KW  - Location
KW  - Networks
KW  - Time
KW  - Travel patterns
KW  - Unpaid work
KW  - Wages
KW  - Work trips
KW  - Workload
KW  - Workplaces
UR  - http://www.fhwa.dot.gov/ohim/womens/chap15.pdf
UR  - https://trid.trb.org/view/721382
ER  - 

TY  - CONF
AN  - 00927494
AU  - Johnston, I
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - LOCATION, RACE, AND LABOR FORCE PARTICIPATION: IMPLICATIONS FOR WOMEN OF COLOR
PY  - 2000/01
SP  - 17p
AB  - This paper examines racial and ethnic differences in women's labor force participation and in their locational accessibility to employment, and discusses the implications for women of color.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - Access to jobs
KW  - African Americans
KW  - Asians
KW  - Employment
KW  - Ethnic groups
KW  - Females
KW  - Hispanics
KW  - Labor force
KW  - Location
KW  - Native Americans
KW  - Race
UR  - http://www.fhwa.dot.gov/ohim/womens/chap18.pdf
UR  - https://trid.trb.org/view/721385
ER  - 

TY  - CONF
AN  - 00927495
AU  - McLafferty, S
AU  - Preston, V
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - TRANSPORTATION AND MINORITY WOMEN'S EMPLOYMENT: INSIGHTS FROM NEW YORK
PY  - 2000/01
SP  - 14p
AB  - What are the transportation needs of working women and how can public transportation systems be designed to facilitate women's work trips?  This research examines the reliance on various transportation modes for women of different race and ethnicity. While the vast majority of working women in the U.S. commute by car, a significant fraction rely on other transportation modes, particularly in metropolitan areas.  Using PUMS data for the New York metropolitan region, the authors analyze how the mode of transportation used in traveling to work varies by gender, race, residential location, and direction of commuting trip.  They also estimate the impacts of economic status, household responsibilities, and access to automobiles on mode decisions for African-American, Latina, and white women.  The results, which indicate that differences among women in transit mode are at least as large as the well-known differences between men and women, emphasize the diversity of women's transportation needs. The research focuses on the New York metropolitan region, an area with a diverse population and an extensive, well-developed mass transit network.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - African Americans
KW  - Automobiles
KW  - Commuting
KW  - Economic factors
KW  - Employment
KW  - Ethnic groups
KW  - Females
KW  - Gender
KW  - Hispanics
KW  - Households
KW  - Metropolitan areas
KW  - Minorities
KW  - New York (New York)
KW  - Public transit
KW  - Race
KW  - Residential location
KW  - Transportation modes
KW  - Whites
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap19.pdf
UR  - https://trid.trb.org/view/721386
ER  - 

TY  - CONF
AN  - 00927497
AU  - Chapple, K
AU  - Weinberger, R
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - IS SHORTER BETTER? AN ANALYSIS OF GENDER, RACE, AND INDUSTRIAL SEGMENTATION IN SAN FRANCISCO BAY AREA COMMUTING PATTERNS
PY  - 2000/01
SP  - 29p
AB  - There is a growing consensus that poor spatial access to employment opportunities is a critical factor in minority inner-city unemployment (Kain 1992; Holzer 1991; Ihlanfeldt & Sjoquist 1989, 1990; Peterson & Vroman 1992) and a major mobility disadvantage for the minority inner-city employed. Conspicuous by their absence from this "spatial mismatch" debate are the issues of female access to employment opportunities and sex-based differences in commuting patterns. Although women often have higher unemployment rates than men (England & Farkas 1986), female employment is not considered part of the mismatch problem, as women are not spatially concentrated in the way that many minority groups are. In fact, women's labor force participation is increasing, in part because the restructuring of the economy has increased the number of low-paid, dead-end secondary service sector jobs, the type of jobs which women historically have held. Furthermore, since journey-to-work travel times for women are lower than travel times for men, the spatial accessibility of employment for women is not generally considered problematic. In this paper, the authors examine the possibility that the shorter travel times for women indicate not the absence of an employment problem, but the presence of individual choices and/or structural constraints. Specifically, using data from the San Francisco Bay Area, the authors evaluate the two dominant theories used to explain sex-based differences in commuting time: the theory that women minimize travel times due to preference and/or responsibilities in the household, and the theory that the types of industries in which women are concentrated locate in a dispersed pattern which facilitates spatial access. After establishing the theoretical context of labor markets and reviewing the literature specific to women and travel time to work, they attempt to explain the differences in journey-to-work travel time across the dimensions of race/ethnicity, residential density, household responsibility, employment in male- and female-dominated industries, and the combination of residential and industrial locations. Although travel time patterns vary considerably among the population subgroups under study, they find that sex-based differences remain within the different dimensions analyzed. The analysis suggests that neither the economic rationality argument nor the industrial location approach provides an adequate explanation of why women spend less time commuting.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - Analysis
KW  - Central business districts
KW  - Choices
KW  - Cities
KW  - Commuting
KW  - Constraints
KW  - Density
KW  - Dwellings
KW  - Economic factors
KW  - Employment
KW  - Females
KW  - Gender
KW  - Industrial location
KW  - Industries
KW  - Labor force
KW  - Minorities
KW  - Race
KW  - Residential location
KW  - San Francisco Bay Area
KW  - Travel patterns
KW  - Travel time
KW  - Urban areas
KW  - Wages
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap21.pdf
UR  - https://trid.trb.org/view/721388
ER  - 

TY  - CONF
AN  - 00927492
AU  - Steiner, R
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN'S TRAVEL FOR SHOPPING IN TRADITIONAL NEIGHBORHOODS: HOW DOES A WOMEN'S ROLE IN THE HOUSEHOLD AFFECT ACTIVITY AND TRAVEL FOR SHOPPING
PY  - 2000/01
SP  - 16p
AB  - In recent years a group of architects, real estate developers, and environmentalists have argued for a new form of urban development, called the "New Urbanism" or neo-traditional development.  The New Urbanists advocate a form of development that typically includes mixed-use development, a grid street pattern, and increased density, especially around transit stations.  This paper considers the differences in the shopping activity and travel of men and women in six traditional shopping areas in the Oakland-Berkeley area of the San Francisco region. These shopping areas were specifically chosen because they have a higher level of density than traditional suburban developments and include the mix of services and resident that should provide access for women.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - Berkeley (California)
KW  - Density
KW  - Females
KW  - Land use
KW  - Males
KW  - Mixed use development
KW  - Neighborhoods
KW  - New urbanism
KW  - Oakland (California)
KW  - Public transit
KW  - Shopping
KW  - Shopping facilities
KW  - Shopping trips
KW  - Travel
KW  - Urban development
UR  - http://www.fhwa.dot.gov/ohim/womens/chap16.pdf
UR  - https://trid.trb.org/view/721383
ER  - 

TY  - CONF
AN  - 00927493
AU  - Handy, S
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - NON-WORK TRAVEL OF WOMEN: PATTERNS, PERCEPTIONS AND PREFERENCES
PY  - 2000/01
SP  - 19p
AB  - In the face of growing levels of automobile travel, especially for nonwork purposes, two very different strategies are currently proposed for reducing automobile dependence: designing neighborhoods so as to bring activities within walking distance of home, and using telecommunications to provide the opportunity to participate in activities - work and nonwork - from home. The goal of both land use and telecommunications strategies is to increase accessibility, by expanding the choices available to individuals as to how they meet their daily responsibilities--and both types of strategies may have special implications for the nonwork travel of women.  Given that women generally face greater constraints on travel than men, due to greater time pressures and greater concerns about personal safety, women may stand to benefit even more than men from the increase in accessibility that these strategies provide.  This paper asks the question of whether women, when presented with the choice, are more likely than men to participate in nonwork activities close to or in the home and explores differences in perceptions and preferences that may explain gender differences in the response to these strategies.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Activity choices
KW  - Attitudes
KW  - Automobile travel
KW  - Constraints
KW  - Dwellings
KW  - Females
KW  - Gender
KW  - Land use
KW  - Location
KW  - Nonwork trips
KW  - Perception
KW  - Telecommunications
KW  - Telecommuting
KW  - Travel patterns
KW  - Walking distance
UR  - http://www.fhwa.dot.gov/ohim/womens/chap17.pdf
UR  - https://trid.trb.org/view/721384
ER  - 

TY  - CONF
AN  - 00927496
AU  - Taylor, B D
AU  - Mauch, M
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - GENDER, RACE, AND TRAVEL BEHAVIOR: AN ANALYSIS OF HOUSEHOLD-SERVING TRAVEL AND COMMUTING IN THE SAN FRANCISCO BAY AREA
PY  - 2000/01
SP  - 34p
AB  - This paper examines how the division of household responsibilities shapes the travel behavior of men and women. In particular, the authors focus on the influence of socioeconomic factors-gender, race/ethnicity, income, and household structure-in shaping household-serving travel patterns. Using travel data from the San Francisco Bay Area they find that women are, on average, disproportionately responsible for child-serving and household maintenance travel, and that white, Hispanic, and low income women tend to be, on average, especially burdened with household maintenance responsibilities. They find further that the women's household-serving travel patterns appear to be a function of both socialization and the sexual division of household responsibilities. They see evidence of socialization in the distinctly gendered grocery shopping patterns observed in single adult households with no children. And they find evidence of the sexual division of household labor in the increasing burden of household-serving travel at each stage in the life cycle and robustness of the gender variable in multivariate models of child-serving travel during the journey-to-work.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Children
KW  - Commuting
KW  - Division of labor
KW  - Ethnic groups
KW  - Females
KW  - Gender
KW  - Hispanics
KW  - Households
KW  - Income
KW  - Males
KW  - Race
KW  - San Francisco Bay Area
KW  - Shopping
KW  - Socioeconomic factors
KW  - Travel behavior
KW  - Whites
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap20.pdf
UR  - https://trid.trb.org/view/721387
ER  - 

TY  - CONF
AN  - 00925783
AU  - POLK, M
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - SWEDISH MEN AND WOMEN'S MOBILITY PATTERNS: ISSUES OF SOCIAL EQUITY AND ECOLOGICAL SUSTAINABILITY
PY  - 2000/01
SP  - 27p
AB  - If it is assumed that all individuals in Sweden are socially and legally equal and that this results in similar mobility needs in order to fulfill the demands of modern lifestyles, then similar travel patters between men and women should be implied. However, in travel studies and studies about automobility from the US, Scandinavia and England the car is explicitly or strongly implicitly discussed as a male form of transportation. The first aim of this paper is to describe some of the difference between men and women's use of the car in Sweden and secondly to explore how these differences can be understood, and discussed in terms of social equity and ecological sustainability.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Ecology
KW  - Equity (Justice)
KW  - Females
KW  - Legal factors
KW  - Males
KW  - Mobility
KW  - Social factors
KW  - Sustainable development
KW  - Sweden
KW  - Travel patterns
UR  - http://www.fhwa.dot.gov/ohim/womens/chap11.pdf
UR  - https://trid.trb.org/view/720101
ER  - 

TY  - CONF
AN  - 00925785
AU  - Bernard, A
AU  - SEGUIN, A-M
AU  - Bussiere, Y
AU  - Polacchini, A
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - HOUSEHOLD STRUCTURE AND MOBILITY PATTERNS OF WOMEN IN O-D SURVEYS: METHODS AND RESULTS BASED ON THE CASE STUDIES OF MONTREAL AND PARIS
PY  - 2000/01
SP  - 20p
AB  - The importance of household structure on mobility patterns in urban areas has been revealed by many studies.  However, data for this type of analysis are not always available even though the need for taking into account family structure may be extremely important in the explanation of differences in travel behavior, namely in the comparative analysis of different socioeconomic or cultural contexts.  Furthermore, the interest of studying the mobility patterns in relationship to household structure may give important insights into structural patterns of mobility behavior useful for forecasting.  It would also give useful results for gender analysis.  Telephone travel surveys are widely used because they are cheaper and often easier to realize but, due to the short duration of the interview, they usually do not contain direct information on family structure more easily obtained from longer at-home interviews.  This paper is an attempt to validate and generalize a methodology presented elsewhere for the Montreal region which reconstructed the variable of household structure from the telephone Origin-Destination (O-D) Travel Survey of 1987 which did not include questions on family ties between individuals living in the same household.  The authors present here the validation of the typology of household structure which was done on the basis of the Enquete Generale de Transport (EGT) 1991-92 survey of Paris and the 1993 O-D survey of Montreal and they present a few comparative results.  Being confronted with the lack of the variable of the activity of the population in the survey of Montreal, they defined a working person as a person making at least one worktrip (or for business affairs) the day of the survey.  They analyzed the differences in the relative distribution of family forms and the travel behaviors of individuals by sex, type of household, activity (working or not) with the help of a few global parameters (total mobility, mobility by mode).
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Case studies
KW  - Families
KW  - Females
KW  - Gender
KW  - Households
KW  - Methodology
KW  - Mobility
KW  - Montreal (Canada)
KW  - Origin and destination
KW  - Paris (France)
KW  - Telephone
KW  - Transportation modes
KW  - Travel behavior
KW  - Travel surveys
KW  - Urban areas
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap13.pdf
UR  - https://trid.trb.org/view/720103
ER  - 

TY  - CONF
AN  - 00925786
AU  - Spain, D
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - RUN, DON'T WALK: HOW TRANSPORTATION COMPLICATES WOMEN'S BALANCING ACT
PY  - 2000/01
SP  - 11p
AB  - The purpose of this paper is to analyze women's travel issues in the context of women's changing social status.  As formal education and employment have been added to the domestic responsibilities expected of women, many feel they must run faster just to stay in place.  In the past, being a wife and mother was the constant in a woman's life and employment was a variable.  But now paid work has become a necessity for most women and their marriage and childbearing decisions are more flexible.  Because in some ways women's lives are becoming similar to men's, while in other ways they remain very different, this paper describes why women's and men's travel patterns both converge and contrast.  By understanding how women's travel is embedded in its social context, transportation planners may be able to accomplish more for women than just adjusting the timing of traffic lights.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Education
KW  - Employment
KW  - Females
KW  - Social factors
KW  - Transportation planning
KW  - Travel
KW  - Travel patterns
UR  - http://www.fhwa.dot.gov/ohim/womens/chap14.pdf
UR  - https://trid.trb.org/view/720104
ER  - 

TY  - CONF
AN  - 00925782
AU  - Burns, E K
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN'S TRAVEL TO INNER CITY EMPLOYMENT
PY  - 2000/01
SP  - 20p
AB  - While the concept of a spatial mismatch between low skill inner city residents and suburban employment is widely discussed, the travel implications of a skills mismatch between these residents and nearby jobs remain unclear.  This study reveals the attraction of inner city employment in metropolitan Phoenix, Arizona and uses an aggregate and comparative approach to describe travel for women residents who commute within and women nonresidents who commute to the inner city of the city of Phoenix.  Over 49,000 surveys from the Maricopa County Regional Trip Reduction Program provide 1995 data on full time workers of large companies.  The occupations and commuting mode, distances, and times of over 20,000 nonresident women and over 3,000 resident women are compared.  The entire inner city is a destination for metropolitan commuting.  Over 85% of women employed in the inner city are nonresidents.  Nonresident women in high skill occupations travel longer distances and times than nonresident women with low skill occupations, although clerical/secretarial workers travel long distances to the large number of public sector and private jobs.  Women inner city residents report lower drive alone use, higher carpool use, and more non-vehicle mode commutes than nonresidents, although commute mode varies by occupational category. Professional/manager resident women report a level of drive alone commutes higher than nonresidents in the same occupational category.  Their proximity to employment does not result in reduced driving alone to work.  Conversely, resident and nonresident women in manufacturing/production report the lowest levels of drive alone commutes and higher levels of carpool use. Resident women in this occupational category have the shortest distance commutes and appear to be constrained to nearby employment.  This stratification of women's travel by occupation and mode contributes to the development of separate work and travel environments within the inner city.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Abilities
KW  - Carpools
KW  - Central business districts
KW  - Commuting
KW  - Distance
KW  - Employees
KW  - Employers
KW  - Employment
KW  - Females
KW  - Jobs
KW  - Metropolitan areas
KW  - Mode choice
KW  - Motor skills
KW  - Nonresidents
KW  - Occupations
KW  - Phoenix (Arizona)
KW  - Public transit
KW  - Residents
KW  - Single occupant vehicles
KW  - Stratification
KW  - Time
KW  - Travel
KW  - Travel surveys
KW  - Walking
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap10.pdf
UR  - https://trid.trb.org/view/720100
ER  - 

TY  - CONF
AN  - 00925784
AU  - ASTROP, A
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE URBAN TRAVEL BEHAVIOR AND CONSTRAINTS OF LOW INCOME HOUSEHOLDS AND FEMALES IN PUNE, INDIA
PY  - 2000/01
SP  - 34p
AB  - In many cities in developing countries rapid population growth has meant that housing has developed in areas inadequately served by public transport services.  This can have an effect on the quality of life of residents of these areas in terms of access to employment, shopping and medical facilities.  Pune, India was selected as a case study for this project as a large number of residents presently use motorized two wheelers, e.g. motorcycles and motor scooters, and historically used cycles. In addition, as public transport services comprise suburban rail, stage bus, taxi and auto rickshaws it was thought that the residents would have a wide choice of travel mode from journeying on foot to train services.  The aim of this research is to discover which factors influence travel demand in low income households.  In addition, particular emphasis has been placed on understanding the travel behavior of women, as women are often more disadvantaged than men in terms of access to transport services and infrastructure.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Access
KW  - Automobiles
KW  - Bicycles
KW  - Buses
KW  - Constraints
KW  - Females
KW  - Households
KW  - Low income groups
KW  - Motorcycles
KW  - Public transit
KW  - Pune (India)
KW  - Quality of life
KW  - Rail transit
KW  - Rickshaws
KW  - Scooters
KW  - Taxicabs
KW  - Transportation modes
KW  - Travel behavior
KW  - Two wheeled vehicles
KW  - Urban areas
UR  - http://www.fhwa.dot.gov/ohim/womens/chap12.pdf
UR  - https://trid.trb.org/view/720102
ER  - 

TY  - CONF
AN  - 00925777
AU  - Jeff, G J
AU  - McElroy, R
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN'S TRAVEL: CONSEQUENCES AND OPPORTUNITIES
PY  - 2000/01
SP  - 14p
AB  - This paper presents the case for considering women's travel issues in transportation policy development.  Examining women's travel requirements and patterns makes sense because women (1) are agents of change, (2) have different activities and travel requirements from men and (3) will account for significant increases in total future travel.  Underscoring these reasons is the fact that women represent a large portion of the traveling public.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Activity choices
KW  - Females
KW  - Leadership
KW  - Policy
KW  - Travel
KW  - Travel behavior
KW  - Travel patterns
UR  - http://www.fhwa.dot.gov/ohim/womens/chap5.pdf
UR  - https://trid.trb.org/view/720095
ER  - 

TY  - CONF
AN  - 00925778
AU  - Wachs, M
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE AUTOMOBILE AND GENDER: AN HISTORICAL PERSPECTIVE
PY  - 2000/01
SP  - 11p
AB  - This paper describes the various stereotypes of women, and their relationships to automobiles, that have been prevalent since the invention of the automobile.  Subject headings include: Gender Stereotyping and the Modern Automobile, the Place of Historical Analysis at a Conference on Women's Travel Issues, Gender and Automobiles in the Early Twentieth Century, Gender Stereotyping and the Auto in the Twenties, and Implications of Gender Stereotyping for Current Research and Policy.  The paper discusses how the first electric car came about (Ford had it made for his wife, to use for errands and social visits); how the home came to be seen as the domain of women, and the workplace that of men; the automobile's use by "adventurous" women to further their independence; the advent of the "second" car; the perception of what women want in a car (a fashion statement); and many other historical tidbits.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Attitudes
KW  - Automobiles
KW  - Design
KW  - Electric automobiles
KW  - Females
KW  - Gender
KW  - History
KW  - Households
KW  - Males
KW  - Policy
KW  - Stereotypes
KW  - Travel behavior
KW  - Workplaces
UR  - http://www.fhwa.dot.gov/ohim/womens/chap6.pdf
UR  - https://trid.trb.org/view/720096
ER  - 

TY  - CONF
AN  - 00925781
AU  - Helling, A
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - THE EFFECT OF RESIDENTIAL ACCESSIBILITY TO EMPLOYMENT ON MEN'S AND WOMEN'S TRAVEL
PY  - 2000/01
SP  - 19p
AB  - This research explores the effect of residential gravity accessibility by automobile to all employment in the Atlanta metropolitan region on the quantity and nature of travel by men and women.  The literature suggests that greater accessibility of residential locations is associated with more, but shorter trips, resulting in less travel.  Using the Atlanta Regional Commission's 1990 Household Travel Survey, the author evaluated household and personal travel behavior and found: (1) individuals and households who live in more accessible portions of the metropolitan area spend significantly fewer minutes in travel; (2) among individuals this effect is seen primarily for employed men; (3) residential accessibility's effect on numbers of motorized trips is ambiguous and often insignificant, though students who were not employed and lived in more accessible locations made significantly fewer home-based school trips by motorized vehicle.  These results demonstrate that residential accessibility does affect travel, reinforcing the belief that land use policy and physical planning to improve accessibility may provide means of manipulating travel demand to achieve higher quality of life, enhanced economic development and more efficient transportation.  However, some planning policies aimed at least partly at increasing accessibility (zoning for higher densities, fostering mixed uses, achieving jobs-housing balance) can be costly, unpopular, or both.  This research also demonstrates that residential accessibility's effects on travel, though significant, do not affect everyone, suggesting they may not be worth large sacrifices.  Finally, though these effects are significant, and gravity measures of accessibility may help transportation planners predict the results of planned and unplanned changes when used with other information, they do not predict travel behavior well when used alone.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Accessibility
KW  - Atlanta (Georgia)
KW  - City planning
KW  - Costs
KW  - Employment
KW  - Females
KW  - Gravity measures
KW  - Households
KW  - Jobs
KW  - Land use
KW  - Males
KW  - Metropolitan areas
KW  - Mixed use development
KW  - Policy
KW  - Public opinion
KW  - Residential location
KW  - School trips
KW  - Transportation planning
KW  - Travel
KW  - Travel behavior
KW  - Trip length
KW  - Zoning
UR  - http://www.fhwa.dot.gov/ohim/womens/chap9.pdf
UR  - https://trid.trb.org/view/720099
ER  - 

TY  - CONF
AN  - 00925776
AU  - MacDonald, H
AU  - Peters, A H
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - DISTANCE AND LABOR FORCE: IMPLICATIONS FOR URBAN AND RURAL WOMEN
PY  - 2000/01
SP  - 25p
AB  - Six explanations for differences in worktrips between men and women and among different groups of women workers are reviewed in this paper.  The first argues that women's secondary role in the labor force and the dual roles women assume (combining paid work with domestic responsibilities) reinforce their resistance to long worktrips.  The second explanation is that women's economic returns to commuting do not justify long worktrips.  A third argument is that women's jobs are more likely to be located closer to their homes than are men's.  Fourth, some have argued that spatially segmented labor markets have emerged to draw on pools of conveniently located, cheap female labor.  A fifth set of arguments focuses on the relationship between home and work, arguing that it is different for women than for men, resulting in different commuting choices.  A final set of arguments is based on the claim that distance imposes varied constraints on women with different levels of skills and resources.  Research on each of these explanatory themes is reviewed and evaluated.  The subsequent sections of the paper address the comparative position of urban and rural women, the policy implications of these research findings, and identifies future research and data needs.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Abilities
KW  - Distance
KW  - Domestic
KW  - Economics
KW  - Employment
KW  - Females
KW  - Income
KW  - Jobs
KW  - Labor force
KW  - Residential location
KW  - Rural areas
KW  - Urban areas
KW  - Work trips
UR  - http://www.fhwa.dot.gov/ohim/womens/chap4.pdf
UR  - https://trid.trb.org/view/720094
ER  - 

TY  - CONF
AN  - 00925779
AU  - Berger, M L
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - FARMERS, FLIVVERS, AND FAMILY LIFE: THE IMPACT OF MOTORING ON RURAL WOMEN AND THEIR KIN
PY  - 2000/01
SP  - 9p
AB  - The central theme of this essay is that the mass adoption of the automobile in rural communities had a profound impact on the travel that rural Americans undertook, especially for women. Trips to other farmsteads and into "town" became more frequent. Formerly distant recreational sites were transformed into day trips, which even the busiest farm family could undertake from time to time.  And finally, the overnight, long-distance trip became so common that by 1926 a survey revealed that farmers were the single largest occupational group visiting one national park. As a result, changes were wrought in the manner in which rural Americans perceived the spatial environment in which they lived, the social and economic relationships that developed within it, and the uses to which they put the land on which they lived and worked.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Automobiles
KW  - Business trips
KW  - Distance
KW  - Economic impacts
KW  - Families
KW  - Farming
KW  - Farms
KW  - Females
KW  - Impacts
KW  - Land use
KW  - Recreational trips
KW  - Rural areas
KW  - Social impacts
UR  - http://www.fhwa.dot.gov/ohim/womens/chap7.pdf
UR  - https://trid.trb.org/view/720097
ER  - 

TY  - CONF
AN  - 00925780
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - TRIP-CHAINING, CHILDCARE, AND PERSONAL SAFETY: CRITICAL ISSUES IN WOMEN'S TRAVEL BEHAVIOR
PY  - 2000/01
SP  - 25p
AB  - Transportation issues for women differ from those for men in that women frequently face circumstances that many men do not. These circumstances weigh heavily in women's decision-making about mode choice and are less important to men's decision making.  In particular, among members of the Portland State University urban community the determining factors are: the necessity of making multiple stops (trip-chaining), for the purpose of transporting children to and from school or daycare, running errands, and grocery shopping safety concerns; and the lack of alternatives in lifestyle and transportation mode due to constraints imposed by any one or a combination of low income, single-mother status, or distance of residence.    Using samples drawn from the Portland metropolitan region and the student and faculty-staff community at Portland State University, this paper studies the relationship between these factors and women's mode choice and propensity to trip-chain.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Children
KW  - Day care centers
KW  - Decision making
KW  - Distance
KW  - Errands
KW  - Females
KW  - Income
KW  - Males
KW  - Mode choice
KW  - Portland State University (Oregon)
KW  - Safety
KW  - Shopping trips
KW  - Single mothers
KW  - Travel behavior
KW  - Trip chaining
KW  - Universities and colleges
UR  - http://www.fhwa.dot.gov/ohim/womens/chap8.pdf
UR  - https://trid.trb.org/view/720098
ER  - 

TY  - CONF
AN  - 00925774
AU  - Rosenbloom, S
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - TRENDS IN WOMEN'S TRAVEL PATTERNS
PY  - 2000/01
SP  - 19p
AB  - Women's travel has changed remarkably in the last three decades, by both automobile and public transit.  These changes result from and take place in the context of a number of major and even dramatic changes in society.  All of the changing travel patterns of women must be seen in light of the complex interactions of these trends.  This paper will address three issues which arise from the nexus of many of these trends but which have been poorly or inadequately explored by most researchers: the impact of income, suburbanization, and race and ethnicity on women's travel patterns.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Ethnic groups
KW  - Females
KW  - Highway travel
KW  - Impacts
KW  - Income
KW  - Public transit
KW  - Race
KW  - Suburbs
KW  - Travel patterns
UR  - http://www.fhwa.dot.gov/ohim/womens/chap2.pdf
UR  - https://trid.trb.org/view/720092
ER  - 

TY  - CONF
AN  - 00925773
AU  - Hayghe, H V
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN'S LABOR FORCE TRENDS AND WOMEN'S TRANSPORTATION ISSUES
PY  - 2000/01
SP  - 5p
AB  - This brief overview of trends in women's labor force activity show that, on the whole, women's overall labor force, employment, and earnings experience are coming to resemble those of men.  It also shows, however, that women are a very diverse group whose labor market activity varies considerably depending on such factors as age, ethnicity, marital status, and motherhood. Transportation decisions need to take this diversity into account.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Age
KW  - Earnings
KW  - Employment
KW  - Ethnic groups
KW  - Females
KW  - Labor force
KW  - Males
KW  - Marital status
KW  - Motherhood
UR  - http://www.fhwa.dot.gov/ohim/womens/chap1.pdf
UR  - https://trid.trb.org/view/720091
ER  - 

TY  - CONF
AN  - 00925775
AU  - Sarmiento, S
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - HOUSEHOLD, GENDER, AND TRAVEL
PY  - 2000/01
SP  - 17p
AB  - In most cases, travel demand management programs have targeted the general working population, overlooking differences in the household circumstances and travel constraints of different demographic subgroups - particularly working women.  This is a major reason why these programs have not been effective in changing travel behavior.  Transportation measures do not affect the population uniformly because each individual faces a different set of constraints.  Some constraints are a function of household composition, the male/female division of labor in the household, and the individual's roles in the household. Travel is a part of a larger structure of household activities. We take trips to go grocery shopping, to go to the bank, to take clothes to the dry cleaner, and to do many other errands.  In bigger households, the constraints are even more complex.  The circumstances of other household members affect one's travel choices.  Children have to be shuttled to and from the school or day care.  A sick family member has to be taken to the doctor. Some household activities need to be performed together with other household members.  These impose additional constraints in scheduling individual activities including travel.  Gender is an issue to the extent that the division of labor in the household differs between men and women.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Children
KW  - Day care centers
KW  - Division of labor
KW  - Employed
KW  - Errands
KW  - Females
KW  - Gender
KW  - Households
KW  - Males
KW  - Medical trips
KW  - Scheduling
KW  - Shopping trips
KW  - Travel
KW  - Travel demand management
KW  - Trip purpose
UR  - http://www.fhwa.dot.gov/ohim/womens/chap3.pdf
UR  - https://trid.trb.org/view/720093
ER  - 

TY  - CONF
AN  - 00925751
AU  - University of Arizona, Tucson
AU  - Morgan State University
AU  - Federal Highway Administration
TI  - WOMEN'S TRAVEL ISSUES: PROCEEDINGS FROM THE SECOND NATIONAL CONFERENCE
PY  - 2000/01
SP  - 3p
AB  - The Women's Travel Issues Second National Conference, held in Baltimore, Maryland in October 1996 brought together the latest research on women's travel issues from a number of disciplines. The conference was structured to alert policymakers and planners of the need to pay serious attention to the very real differences in the travel behavior and patterns of men and women, and among subgroups of women.  Current research continues to show major differences in the travel patterns of men and women.  At the same time, research suggests that there are substantial differences among subgroups of women, which may be greater than aggregate differences among subgroups.  The Conference brought together a series of thoughtful and often challenging papers that identified differences in the patterns of women and men over time, evaluated the potential planning and policy implications of those differences, and presented decisionmakers and planners with a coherent view of the interlinked transportation, economic, social, environmental, and land use constraints facing women and their families.
U1  - Women's Travel Issues Second National ConferenceDrachman Institute of the University of Arizona; Morgan State University; Federal Highway AdministrationBaltimore, Maryland StartDate:19961000 EndDate:19961000 Sponsors:Drachman Institute of the University of Arizona; Morgan State University; Federal Highway Administration
KW  - Conferences
KW  - Economics
KW  - Environmental impacts
KW  - Families
KW  - Females
KW  - Gender
KW  - Land use
KW  - Planning
KW  - Policy
KW  - Research
KW  - Social factors
KW  - Travel behavior
UR  - http://www.fhwa.dot.gov/ohim/womens/wtipage.htm
UR  - http://ntl.bts.gov/lib/4000/4400/4407/index.html
UR  - https://trid.trb.org/view/720083
ER  - 

TY  - RPRT
AN  - 00924096
AU  - Sanchez, T
AU  - Moore, T
AU  - Portland State University
AU  - ECONorthwest
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - BEND CASE STUDY: INDIRECT LAND USE AND GROWTH IMPACTS
PY  - 2000/01
SP  - 38 p.
AB  - To improve environmental analysis of indirect land use impacts of highway capacity improvements, this study analyzed the land use and growth patterns of 20 Oregon communities over 20 years. Using a Geographic Information System (GIS) and aerial photos, growth patterns were categorized and mapped.  Factors related to land use and transportation were evaluated for their relationships to resulting growth patterns.  These relationships were further investigated in four in-depth case studies of development prior to, during, and after construction of a highway capacity improvement.  Additional case studies are currently underway.  The primary product of this research will be guidance for completing an assessment of the indirect impacts on land use and growth of a highway improvement.  This assessment is required by environmental regulations, but tools and data for developing general land use forecasts are limited. The guidebook will include examples from the case studies, data types and possible sources, and guidance on using GIS tools for comparing alternative scenarios.  This report is the case study analysis for the city of Bend.
KW  - Aerial photography
KW  - Bend (Oregon)
KW  - Case studies
KW  - Environmental impact analysis
KW  - Geographic information systems
KW  - Highway capacity
KW  - Impacts
KW  - Improvements
KW  - Land use
KW  - Urban growth
UR  - http://ntl.bts.gov/lib/10000/10500/10569/land_bend.pdf
UR  - https://trid.trb.org/view/707665
ER  - 

TY  - RPRT
AN  - 00922861
AU  - Sanchez, T
AU  - Moore, T
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - INDIRECT LAND USE AND GROWTH IMPACTS OF HIGHWAY IMPROVEMENTS - INTERIM REPORT
PY  - 2000/01
SP  - 23 p.
AB  - The Oregon Department of Transportation undertook this study of the impacts of highway capacity improvements on land uses and growth, particularly at the urban fringe.  This study was instituted to better understand the "cause and effect" relationships between highway capacity, travel demand and development patterns.  The relationships of a variety of factors to resulting growth were evaluated for their ability to predict growth.  Case studies of some communities were completed to provide an in-depth understanding of the pressures which drive development decisions and land use change.  This interim report provides initial findings of the study.  It has found that most highway capacity increases do not cause development to be dramatically different from local land use plan guidance, or from what would have occurred in absence of the highway improvement. For Oregon, local governments hold the tools to determine development patterns, using zoning and public utilities such as water, sewer and roads.  The final phase of the study will complete additional case studies and develop guidance for transportation planners to evaluate indirect impacts of highway improvements.
KW  - Case studies
KW  - Development
KW  - Forecasting
KW  - Fringe communities
KW  - Highway capacity
KW  - Highways
KW  - Impacts
KW  - Improvements
KW  - Land use
KW  - Land use planning
KW  - Oregon
KW  - Transportation planning
KW  - Travel demand
KW  - Urban growth
UR  - http://ntl.bts.gov/lib/10000/10500/10567/land_interim.pdf
UR  - https://trid.trb.org/view/707233
ER  - 

TY  - RPRT
AN  - 00808698
AU  - Stockton, W R
AU  - Weatherby, J L
AU  - Collier, T S
AU  - Weatherby, C A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - ASSESSMENT OF THE ROLE OF TXDOT PROJECTS IN PROMOTING ECONOMIC DIVERSIFICATION
PY  - 2000/01
SP  - 44 p.
AB  - This research project examines the role of Texas Department of Transportation (TxDOT) projects in promoting economic diversification in Texas.  The authors conclude that while good access is a necessary condition for diversification, it is not sufficient to assure diversification.  The role of the transportation network is not dominant in the decision process for industrial site location, and thus a model describing how transportation investment causes economic diversification is not feasible.  Therefore, it would be unwise to build highways or make major improvements for the sole purpose of promoting economic diversification.  Since good access is essential for economic diversification, the authors examined how well TxDOT's current and planned networks provide access conducive to diversification and concluded that Texas' network is highly conducive and has very few shortcomings.  For future programming of Texas Trunk System roads, it is recommended that TxDOT give high priority to those segments that will connect economic development centers to major markets.  The authors also recommend that TxDOT give further consideration to creating an "opportunity fund" to allow for spot improvements in communities recruiting specific industries.  Such a fund would facilitate local entities overcoming access obstacles that could hinder a successful recruitment.
KW  - Access
KW  - Diversification
KW  - Economic development
KW  - Improvements
KW  - Investments
KW  - Programming (Planning)
KW  - Texas
KW  - Transportation
UR  - http://tti.tamu.edu/documents/1718-1.pdf
UR  - https://trid.trb.org/view/673456
ER  - 

TY  - RPRT
AN  - 00808627
AU  - Wong, G S
AU  - Alexander, A M
AU  - Haskins, R
AU  - Poole, T S
AU  - Malone, P G
AU  - Wakeley, L
AU  - USAE Research and Development Center
AU  - Federal Highway Administration
TI  - PORTLAND-CEMENT CONCRETE RHEOLOGY AND WORKABILITY: FINAL REPORT
PY  - 2000/01
SP  - 111 p.
AB  - Methods for determining the workability of freshly mixed portland-cement concrete with slumps less than 51 mm (2 in.) were investigated.  Four potential methods to determine the workability of concrete were proposed for evaluation and development.  The methods included two moving-object methods, one free-orifice method, and a vibrating-slope method.  The report outlines modifications to these existing techniques and equipment to permit the measurement of rheological properties at two or more shear rates.  The vibrating-slope apparatus was selected for further development.
KW  - Measuring methods
KW  - Portland cement concrete
KW  - Rheological properties
KW  - Slump test
KW  - Testing equipment
KW  - Workability
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/00025/00025.pdf
UR  - http://ntl.bts.gov/lib/9000/9700/9796/00025.pdf
UR  - https://trid.trb.org/view/673411
ER  - 

TY  - CONF
AN  - 00808565
AU  - Nims, D
AU  - Ferranti, S
AU  - Federal Highway Administration
TI  - APPROACHES TO MEDIAN OPENING DECISIONS DURING THE HIGHWAY DESIGN PHASE - OPPORTUNITY OR NOT?
PY  - 2000/01
SP  - p. 369-387
AB  - One of the first projects undertaken by the New York State Department of Transportation (NYSDOT) to implement comprehensive access management is the Route 332 Corridor Improvement Project. Route 332, a seven-mile principal arterial with access, is a major link between the City of Canandaigua and the New York State Thruway and one of the major gateways to the Finger Lakes Region that attracts over 8 million visitors a year.  Equally important, Route 332 is used for commuting to the City of Rochester metropolitan area.  The growth along this corridor is expected to continue a trend of residential and business development.  Thus, the Route 332 corridor must function safely and effectively for commuters, residents, tourists, customers, and businesses.  Route 332 is being improved from a two-lane facility to a four-lane facility with a restrictive median. This paper presents the various approaches to and viewpoints regarding median openings that were considered as part of the decision-making process during the design phase.  It discusses the NYSDOT's experience and the local community's position on the median issue.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Decision making
KW  - Highway corridors
KW  - Highway design
KW  - Improvements
KW  - Median openings
KW  - New York (State)
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677053
ER  - 

TY  - CONF
AN  - 00808567
AU  - Bevan, T
AU  - Safavian, S
AU  - Monaghan, D
AU  - Federal Highway Administration
TI  - INTERNATIONAL BOULEVARD CASE STUDY OF ACCESS MANAGEMENT IMPLEMENTATION
PY  - 2000/01
SP  - p. 397-408
AB  - Access management measures were part of a comprehensive design solution for a 1.1-mile section of International Boulevard, a major north/south arterial serving both local and regional traffic within the City of SeaTac, Washington.  International Boulevard, which is a portion of SR 99, provides a regional link between cities in the Puget Sound Region and a major route to Sea-Tac International Airport.  Prior to reconstruction, the roadway was five lanes (including a center, two-way left-turn lane) with paved shoulders, intermittent sidewalks, and unrestricted access to and from adjacent properties.  Traffic volumes ranged from 32 to 42 thousand vehicles per day.  The existing land uses along the boulevard include some of the Puget Sound Region's largest motels, Sea-Tac International Airport, office buildings, and other retail uses.  International Boulevard had suffered from significant traffic congestion, high traffic accident rates, and unsafe pedestrian conditions.  The City's objectives for the reconstruction project have included improving traffic and pedestrian circulation, supporting transit use, and aesthetic enhancements.  The design included reconstruction consisting of access management measures (including conversion of two-way left-turn lanes to a median, and driveway reductions and consolidations), a high-occupancy lane, an arterial signal control system with area-wide integration, transit signal priority, pedestrian amenities, transit stop and rider amenity improvements, landscaping, illumination, and undergrounding of overhead utilities.  This paper presents a case study on how the project was developed and, in particular, how access management measures were implemented.  The project environment and background conditions are summarized, and design issues and constraints are identified, along with the project development process. Specific case examples are discussed regarding consolidation of access, driveway reductions and U-turn accommodations.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Bus priority
KW  - Case studies
KW  - Crash rates
KW  - Driveways
KW  - High occupancy vehicle lanes
KW  - Medians
KW  - Pedestrian safety
KW  - Puget Sound Region
KW  - Reconstruction
KW  - SeaTac (Washington)
KW  - Seattle-Tacoma International Airport
KW  - Traffic congestion
KW  - Traffic signal control systems
KW  - U turns
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677055
ER  - 

TY  - CONF
AN  - 00808569
AU  - Box, P C
AU  - Federal Highway Administration
TI  - EFFECT OF INTERSECTIONS ON DRIVEWAY ACCIDENTS
PY  - 2000/01
SP  - p. 417-431
AB  - Detailed tabulation has been made of over 15,000 accidents in two Illinois suburbs -- one adjacent to the City of Chicago and the other at the outer fringe of the continuously developed area.  Breakouts were available of accidents by type of occurrence (pedestrian/bike, parked car, fixed object, driveway and other vehicle-vehicle collisions).  Additional breakouts include intersection versus midblock conditions and by functional classification of streets (major, collector, and local).  Driveway accidents related to intersections were found to represent only 1.2% of total accidents (6.3% of driveway accidents) in one city and in the second 2.0% of total accidents (6.9% of driveway accidents).  Neither of the cities placed any limitation on driveway proximity to intersections, other than clearing the corner radius.  These findings suggest access management policies restricting driveways closer to intersections than distances such as Florida's 230 ft, have not been supported based upon safety.  Similarly, policies on driveway spacing such as Michigan's 300 to 500 ft and Florida's 125 to 660 ft (if based on claims of traffic hazard) may be considered suspect.  Recommendations are listed relative to appropriate techniques for conducting studies of driveway accidents, including use of hard copies rather than printouts, access to location-type files, identification of police agencies producing high-quality reports, avoidance of systems containing only accident data limited to some property damage cutoff, and careful tabulation of appropriate data.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Crash data
KW  - Driveways
KW  - Illinois
KW  - Intersections
KW  - Recommendations
KW  - Spacing
KW  - Suburbs
KW  - Traffic crashes
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677057
ER  - 

TY  - CONF
AN  - 00808561
AU  - Brauer, R
AU  - Federal Highway Administration
TI  - DESIGN ISSUES AND PUBLIC CONCERNS WHEN CONSIDERING A RAISED MEDIAN ON A HIGHLY COMMERCIALIZED URBAN ARTERIAL
PY  - 2000/01
SP  - p. 323-333
AB  - This paper presents design issues and public concerns resulting from a raised median project.  The study corridor, New York Route 104, is characterized by dense commercial land use. Several design alternatives are presented in the paper, as well as statistics for other studies.  An extensive public involvement process was utilized.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Alternatives analysis
KW  - Arterial highways
KW  - Commercial strips
KW  - Design
KW  - Highway corridors
KW  - New York (State)
KW  - Public participation
KW  - Raised medians
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677049
ER  - 

TY  - CONF
AN  - 00808568
AU  - Lasus, R
AU  - Federal Highway Administration
TI  - LEGAL ISSUES ASSOCIATED WITH ACCESS MANAGEMENT
PY  - 2000/01
SP  - p. 411-414
AB  - This paper consists of an outline of the conference presentation (copies of slides) on legal issues that are associated with access management.  Subjects covered include:  working as a team; access components; access across frontages; circuity (dividing a highway; converting a land service highway to a limited access highway; changing connections to a highway); access decisions; reasonable regulations; ultimate authority; exactions; and knowing your state law.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Decision making
KW  - Expressways
KW  - Frontage roads
KW  - Legal factors
KW  - Regulations
KW  - State laws
KW  - Teams
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677056
ER  - 

TY  - CONF
AN  - 00808557
AU  - Firtel, L
AU  - Federal Highway Administration
TI  - STATE ROAD 61 - THOMASVILLE ROAD - A CASE STUDY IN MARRYING ACCESS MANAGEMENT RULES WITH THE REAL WORLD
PY  - 2000/01
SP  - p. 255-277
AB  - This conference presentation describes a case study of access management rules applied to a major road improvement project. The study involved provision of a non-traversable median at certain locations previously enjoying full access.  The road project involved widening of a major arterial roadway in Tallahassee, Florida.  The keys to success included:  (1) careful public communication; (2) regular communication with staff and elected officials; and (3) multi-departmental team work.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Case studies
KW  - Medians
KW  - Pavement widening
KW  - Public relations
KW  - Tallahassee (Florida)
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677045
ER  - 

TY  - CONF
AN  - 00808558
AU  - Schutz, J B
AU  - Federal Highway Administration
TI  - THE PRACTICE OF PUBLIC INVOLVEMENT IN ACCESS MANAGEMENT PROJECTS
PY  - 2000/01
SP  - p. 279-286
AB  - Current literature on public involvement in access management describes techniques and principles to be used and describes case studies of various applications.  Until now no survey of practitioners has been conducted to determine what techniques are being used in what situations and how effective they have been.  As part of developing the public involvement portion of a National Access Management Manual, a survey has been sent out to determine:  what techniques are being used in four different situations (planning, spot improvements, corridor projects, and development of policies and regulations); how effective these techniques have been; and why other available techniques have not been used.  The survey also asked respondents to indicate how controversial each application was.  Finally, the survey asked if individuals would be willing to try techniques not usually used on access management applications to determine their effectiveness.  This paper presents the findings of the survey with an emphasis on what has worked well, what has not worked well, and why some techniques are not being used.  The results of the survey are compared to the national literature on the practice of public involvement in access management.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Public participation
KW  - Surveys
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677046
ER  - 

TY  - CONF
AN  - 00808560
AU  - Heydel, T
AU  - Neuman, T R
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT PLANNING FOR LONG RANGE INTERCHANGE RECONSTRUCTION - I-94 CORRIDOR IN SOUTHEASTERN WISCONSIN
PY  - 2000/01
SP  - p. 297-321
AB  - The Wisconsin Department of Transportation (WisDOT) recently completed a major planning effort involving 12 interchanges along I-94 in Southeastern Wisconsin.  Reconstruction plans for these interchanges were developed to serve as a blueprint for future project improvements and local land use development.  The plans incorporated significant access management actions, including relocation of frontage road access, crossroad reconstruction and access control, and interchange reconstruction.  Reconstruction plans were developed well in advance of actual programmed construction.  The long time frame between planning decisions and actual construction has produced special challenges to WisDOT and affected landowners and local governments.  This paper describes the project issues related to access management, WisDOT's unique planning approach, and keys to success of the project.  The paper presents two major phases of work: Plan Development, discussed through completion of the design study phase and environmental approvals, and Plan Implementation.  The latter phase in ongoing, and is expected to occur over the next 20 years as individual construction projects are advanced.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Frontage roads
KW  - Interchanges
KW  - Interstate highways
KW  - Long range planning
KW  - Reconstruction
KW  - Relocation (Facilities)
KW  - Wisconsin
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677048
ER  - 

TY  - CONF
AN  - 00808562
AU  - Plazak, D
AU  - Chao, P
AU  - Gupta, P
AU  - Sanchez, T
AU  - Stone, K
AU  - Federal Highway Administration
TI  - THE IMPACT OF ACCESS MANAGEMENT ON BUSINESS VITALITY
PY  - 2000/01
SP  - p. 339-344
AB  - The impact of retrofit access management projects on the vitality of existing businesses along the improvement corridor is a continuing source of concern for business owners, city officials, chambers of commerce, and transportation professionals.  As part of a major research, education, and outreach project, conducted for the Iowa Department of Transportation's Access Management Task Force, a variety of secondary data sources and analytic methods were used to assess the impact of completed access management projects on local business activity and vitality.  Methods developed and used included:  (1) Community-level business market share "pull factors" and business survival rates developed using original source data made available by the Iowa Department of Revenue and Finance (IDRF); (2) Detailed "before and after" business profiles along access management project corridors developed using R.L. Polk city directories as well as local government data, including plat maps, tax assessment records, and aerial photos; and (3) Detailed retail sales trends for selected businesses along access management project corridors developed with the assistance of the IDRF staff.  These methods and data sources were used in combination with the results of surveys of business owners and customers conducted by a team from the University of Northern Iowa to assess business vitality impacts of selected access management projects.  The results strongly suggest that the impact of access management projects on business vitality is at worst neutral, and may in fact be beneficial in a number of cases.  Still, business owners and managers are very skeptical of access management and must be convinced projects will be worthwhile and not damaging to their business prospects if they are to be successfully implemented. One way this can be done is through early involvement of the business community in project planning and development, including education about the benefits and impacts of access management.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Before and after studies
KW  - Businesses
KW  - Impact studies
KW  - Iowa
KW  - Market share
KW  - Retail trade
KW  - Surveys
KW  - Trend (Statistics)
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677050
ER  - 

TY  - CONF
AN  - 00808564
AU  - Frawley, W E
AU  - Eisele, W L
AU  - Federal Highway Administration
TI  - A METHODOLOGY TO DETERMINE ECONOMIC IMPACTS OF RAISED MEDIANS ON ADJACENT BUSINESSES
PY  - 2000/01
SP  - p. 347-365
AB  - A very common remark at public hearings related to the construction of raised medians is that there will be detrimental economic impacts on adjacent businesses.  Raised medians restrict access to businesses along a corridor by limiting turning movements to select mid-block locations.  To date, little research has been available on the economic impact of raised medians on adjacent businesses and properties.  The authors of this paper have recently completed two years of a multi-year research project for the Texas Department of Transportation in which they are investigating economic impacts on adjacent businesses due to the installation of raised medians.  In the first year of the project, the research team developed and tested a methodology to identify, collect, and analyze data for determining economic impacts on adjacent businesses.  The data include property values, gross sales, employment trends, and other economic indicators.  During the second year the research team revised the methodology and tested it on ten case study corridors.  In the subsequent years of the research project, the data collected will be analyzed and additional case study work will be performed.  This paper summarizes the process of developing the methodology and discusses the experiences of testing the methodology on case studies in Texas.  The experiences of the research team are shared here for those who may be considering future evaluations. Initial conclusions of value to the sponsor, and likely to others, that can assist in the public involvement process are included.  It is anticipated that the final research product, when completed, will be a valuable asset for transportation professionals, in both public and private sectors, who must provide estimates and expectations of the economic impacts of raised medians.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Businesses
KW  - Case studies
KW  - Economic impacts
KW  - Medians
KW  - Methodology
KW  - Public participation
KW  - Raised medians
KW  - Texas
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677052
ER  - 

TY  - CONF
AN  - 00808566
AU  - Huffman, C
AU  - Federal Highway Administration
TI  - RETROFIT OF A MAJOR URBAN CORRIDOR, US-54 HIGHWAY IN WICHITA, KANSAS, AN INTERGOVERNMENTAL PARTNERSHIP UNDER THE KANSAS DEPARTMENT OF TRANSPORTATION'S CORRIDOR MANAGEMENT PROGRAM
PY  - 2000/01
SP  - p. 389-395
AB  - The Kansas Department of Transportation (KDOT), in 1997, instituted a program to more effectively manage the interaction between land use and transportation.  This program, called Corridor Management, contains several tools that are new to Kansas.  First, access to the state highway system is now governed by engineering standards as opposed to the guidelines that were in place before.  These standards represent minimums that require preparation of a variance for any exceptions. Second, access spacing standards now reflect functional hierarchy in highway classification.  Third, procedures for advance acquisition of right of way are now in place.  Fourth, each of the six districts now have their own corridor management plan where high growth corridors are identified and the partnering process with cities and counties is begun.  Finally, a great deal of emphasis is placed on the formation of partnerships between KDOT, city and county officials to jointly manage these rapidly developing corridors from a combined land use/transportation perspective.  The primary purpose of Corridor Management is to prevent conflicts between land use and transportation through partnerships, the result being binding corridor master plans that identify planning standards for newly developing or redeveloping areas and operational retrofits for established areas.  The first corridor chosen was a segment of US-54 highway in south central Kansas.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Design standards
KW  - Highway classification
KW  - Highway corridors
KW  - Intersections
KW  - Kansas
KW  - Land use planning
KW  - Local government
KW  - Management
KW  - Median openings
KW  - Partnerships
KW  - Property acquisition
KW  - Right of way (Land)
KW  - Spacing
KW  - State departments of transportation
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677054
ER  - 

TY  - CONF
AN  - 00808563
AU  - Dickens, G
AU  - Federal Highway Administration
TI  - ORLANDO AREA BUSINESS SURVEYS FOR MEDIAN RETROFIT PROJECTS
PY  - 2000/01
SP  - p. 345-346
AB  - Within the previous five years, the Florida Department of Transportation has completed the construction of roadway median modifications to several corridors within District 5. Improvements to the medians were supported through the use of various traffic analyses and traffic modeling efforts.  Such efforts indicated that the subject corridors were in need of median improvements to better facilitate the flow of traffic along and entering and exiting the roadway, to decrease accidents, and to improve the response time of public service providers to emergency situations.  This report provides further analysis of these activities from a post-implementation perspective.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Crash rates
KW  - Emergency response time
KW  - Florida
KW  - Improvements
KW  - Medians
KW  - Traffic flow
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677051
ER  - 

TY  - CONF
AN  - 00808570
AU  - Gluck, J
AU  - Levinson, H S
AU  - Stover, V
AU  - Federal Highway Administration
TI  - OVERVIEW OF NCHRP PROJECT 3-52, IMPACTS OF ACCESS MANAGEMENT TECHNIQUES
PY  - 2000/01
SP  - p. 433-445
AB  - This paper presents an overview of National Cooperative Highway Research Program (NCHRP) Project 3-52 - Impacts of Access Management Techniques.  The project classified access management techniques, identified the "priority" techniques, and suggested safety, operation, and economic impact measures.  The impacts and benefits of "priority" techniques were quantified based upon an extensive literature review, case studies of good and poor practice, and special field studies.  In addition, the salient planning and policy implications were set forth.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Benefits
KW  - Case studies
KW  - Economic impacts
KW  - Field studies
KW  - Highway operations
KW  - Impact studies
KW  - Literature reviews
KW  - National Cooperative Highway Research Program
KW  - NCHRP Project 3-52
KW  - Planning
KW  - Policy
KW  - Traffic safety
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677058
ER  - 

TY  - CONF
AN  - 00808555
AU  - Levinson, H
AU  - Federal Highway Administration
TI  - RESTRICTIVE MEDIANS AND TWO-WAY LEFT TURN LANES: SOME OBSERVATIONS
PY  - 2000/01
SP  - p. 243-245
AB  - This conference presentation addresses the choice of median alternatives from the perspective of the left turn problem.  The treatment of left turns is a major access management concern. Left turns at driveways and intersections may be accommodated, prohibited, diverted or separated, depending upon specific circumstances.  The basic choices for designing the roadway median along many highways is whether to install a continuous two-way left turn lane or a non-traversable median on an undivided roadway, or to replace a two-way left turn lane with a non-traversable median.  These treatments improve traffic safety and operations by removing left turns from through travel lanes. Two-way left turn lanes provide more ubiquitous access and maximize operational flexibility.  Medians physically separate opposing traffic, limit access, clearly define conflicts and provide better pedestrian refuge; but adequate provision for left and U turns is essential to avoid concentrating movements at signalized intersections.  This discussion shares some of the safety benefits of these treatments as reported in National Cooperative Highway Research Program (NCHRP) Project 3-52 for studies conducted since 1970.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Driveways
KW  - Highway operations
KW  - Improvements
KW  - Intersections
KW  - Medians
KW  - National Cooperative Highway Research Program
KW  - NCHRP Project 3-52
KW  - Traffic safety
KW  - Two way left turn lanes
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677043
ER  - 

TY  - CONF
AN  - 00808556
AU  - Parsonson, P S
AU  - Federal Highway Administration
TI  - INFLUENCE OF SIGNAL SPACING ON ARTERIAL-TRAFFIC PROGRESSION
PY  - 2000/01
SP  - p. 247-250
AB  - In 1997 the Florida Department of Transportation produced a Median Handbook that explains that a median-opening spacing of one-half mile has several advantages, including signal progression.  This paper explains how a one-half-mile spacing can produce two-way progression at speeds of 45 to 55 mph, with cycle lengths of 80 to 65 seconds, respectively, by means of the single-alternate system of signal timing.  One-half-mile spacing can produce two-way progression at speeds of 45 to 55 mph, with cycle lengths of 160 to 130 seconds, respectively, using the double-alternate scheme.  The timing plan can be changed back and forth from single-alternate to double-alternate as required by needed cycle length.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Median openings
KW  - Progressive traffic signal control
KW  - Spacing
KW  - Traffic signal cycle
KW  - Traffic signal timing
KW  - Traffic speed
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677044
ER  - 

TY  - CONF
AN  - 00808559
AU  - Carr, J
AU  - Federal Highway Administration
TI  - LESSONS LEARNED WITH CORRIDOR ACCESS IN THE BLUEGRASS STATE
PY  - 2000/01
SP  - p. 289-295
AB  - Kentucky's ongoing experiences with corridor access management for several studies in the vicinity of Lexington are presented. Included is a summary of "lessons learned," which may be useful to others establishing such a program.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Highway corridors
KW  - Kentucky
KW  - Lexington (Kentucky)
UR  - https://trid.trb.org/view/677047
ER  - 

TY  - CONF
AN  - 00808541
AU  - DAVIES, G
AU  - Federal Highway Administration
TI  - LOCAL GOVERNMENT ACCESS MANAGEMENT ISSUES IN NEW JERSEY (ABSTRACT ONLY)
PY  - 2000/01
SP  - p. 157
AB  - This conference presentation covers the successful work done by the New Jersey Department of Transportation, Monmouth County and Colts Neck Township to create a joint access management plan affecting a critical suburban corridor.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - County government
KW  - Local government
KW  - New Jersey
KW  - State departments of transportation
KW  - Strategic planning
KW  - Suburbs
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677029
ER  - 

TY  - CONF
AN  - 00808542
AU  - Plazak, D
AU  - Federal Highway Administration
TI  - BRIDGING THE GAP BETWEEN ACCESS MANAGEMENT AND LOCAL LAND USE POLICIES
PY  - 2000/01
SP  - p. 159-163
AB  - Access management has become an increasingly important and controversial issue in many cities in Iowa and across the nation.  In Iowa and elsewhere, one of the major obstacles to the successful implementation of access management principles is the seeming disconnect between the activities of agencies responsible for administering roadways and the activities of agencies responsible for local land use planning and regulation. This paper identifies specific ways that land development planning and regulations in Iowa could be strengthened to incorporate specific design principles for improving the functioning of transportation corridors.  At the same, it identifies a specific set of programs designed to demonstrate the benefits of coordinated access management to local land use planners and transportation engineers and planners.  Finally, it proposes a process for identifying where future transportation and land access conflicts are most likely to arise statewide, such that a state department of transportation could designate them as high priority areas for increased interaction and coordinated planning.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Coordination
KW  - Design
KW  - Iowa
KW  - Land use planning
KW  - Regulations
KW  - Strategic planning
KW  - Transportation corridors
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677030
ER  - 

TY  - CONF
AN  - 00808538
AU  - Simodynes, T
AU  - Welch, T
AU  - Kuntemeyer, M
AU  - Federal Highway Administration
TI  - EFFECTS OF REDUCING CONFLICT POINTS ON REDUCING ACCIDENTS (ABSTRACT ONLY)
PY  - 2000/01
SP  - p. 141
AB  - Current and past access management and traffic safety literature frequently states that decreasing the number of conflict points by implementing access management techniques leads to safer roads.  However, after a review of literature related to access management and accident reduction factors, no clear relationship has been defined between the reduction of conflict points on a length of roadway and the expected reduction in accident rates. Although the value of good access management is somewhat intuitive, a better understanding of the relationship between conflict points and safety provides an additional tool for predicting the safety benefits of various access management techniques.  This research used before and after data from case study locations to investigate the relationship between reduction in conflict points along a lengthy roadway and the expected reduction in accident rates.  Although there is not a simple relationship between reducing conflict points and reducing accident rates, a methodology was developed for using weighted conflict points and traffic volumes to predict a subsequent reduction in accident rates.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Before and after studies
KW  - Case studies
KW  - Crash rates
KW  - Highway safety
KW  - Traffic conflicts
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677026
ER  - 

TY  - CONF
AN  - 00808545
AU  - Eisdorfer, A
AU  - Goslin, S
AU  - Federal Highway Administration
TI  - EQUITABLE TRAFFIC IMPACT ASSESSMENTS
PY  - 2000/01
SP  - p. 173-187
AB  - In 1989, the State of New Jersey enacted the State Highway Access Management Act.  The Act requires that the New Jersey Department of Transportation (NJDOT) adopt comprehensive access management regulations.  The regulations, the State Highway Access Management Code, require that owners of large, proposed traffic generators pay their fair share of the cost of highway improvements that are needed to accommodate the added traffic from their developments.  This fair share is determined through a traffic impact study, which is part of a State highway access permit application.  These studies include analyses of locations where an applicant's traffic will have a significant impact on the State highway network, and subsequently indicate where traffic mitigation may be needed.  NJDOT recognized that substantial engineering was associated with determining the fair share for a large development.  However, NJDOT found the complex calculations to be necessary to comply with the law.  The Act establishes that NJDOT has a public trust responsibility to effectively manage and maintain each highway within the State highway system to preserve its functional integrity and public purpose for present and future generations.  It also states that land development activities and unrestricted access to State highways can impair the purpose of the State highway system and damage the public investment in that system.  It further indicates that, in implementing access management, NJDOT should avoid undue burdens on property owners.  NJDOT concluded that the work to determine the fair share was necessary to protect the public, even though it imposed some burden on applicants. This paper explores how fair share responsibility is determined, using methods that comply with New Jersey's Access Act and Code. It covers the necessary information to include in a traffic impact study to be able to reach a fair share determination. The steps required to produce the information include preparing a scope of study, analyzing traffic, proposing traffic mitigation, and calculating the fair share.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Equity (Finance)
KW  - Fair share
KW  - Impact studies
KW  - New Jersey
KW  - Property owners
KW  - Real estate development
KW  - Regulations
KW  - Traffic mitigation
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677033
ER  - 

TY  - CONF
AN  - 00808552
AU  - Gallant, M
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT AS STRATEGY IN A STATEWIDE SAFETY GOAL (ABSTRACT ONLY)
PY  - 2000/01
SP  - p. 231
AB  - The Florida Department of Transportation (FDOT) is beginning to update the Florida Transportation Plan (FTP), a statewide 2020 Long Range Transportation Plan which sets forth the policy under which FDOT conducts its planning, design and construction activities.  This Plan identifies four goals, the first of which relates to safety.  This goal strives to provide "Safe transportation for residents, visitors and commerce."  To help achieve this goal, FDOT has developed several objectives and strategies, all of which could be impacted by the State's access management policy.  Florida has developed access management standards which are present in the Rule Chapter 14-97, Florida Administrative Code.  These standards are implemented, to varying degrees, based on the functional classification of each roadway.  To use access management as a strategy for implementing the safety goal, the status of access management implementation must be assessed.  Additionally, a relationship must be formed between access management, crash rates and safety indicators (i.e., highway fatality rates).  Once this relationship is formed, the study effort will determine how access management relates to the safety goal of the FTP.  This conference presentation discusses how access management policies will help FDOT implement the FTP safety goal by identifying safety improvements and enforcement needs.  Through a coordinated effort, in all phases of project development, access management could be used as a tool to implement FDOT's safety goal.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Crash rates
KW  - Florida
KW  - Highway safety
KW  - Long range planning
KW  - Strategic planning
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677040
ER  - 

TY  - CONF
AN  - 00808547
AU  - Selness, C
AU  - Federal Highway Administration
TI  - MINNESOTA'S ACCESS MANAGEMENT INITIATIVE
PY  - 2000/01
SP  - p. 197-204
AB  - This paper consists of an outline of the conference presentation (copies of slides) on Minnesota's access management initiative. Subjects covered include:  background information; work plan; systems thinking; many players, different perspectives; individual rationality; diffused management; decision-making time lags; problem time lags; market research; safety study; workshops; engineering practices; linking land use and transportation; partnerships; legal considerations; local land use decisions; best practices; plan for growth areas; adequate local road networks; access spacing guidelines; commercial strips; commercial clusters; retrofit plans; coordination; and cooperation.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Best practices
KW  - Commercial strips
KW  - Cooperation
KW  - Coordination
KW  - Decision making
KW  - Land use
KW  - Legal factors
KW  - Market research
KW  - Minnesota
KW  - Partnerships
KW  - Retrofitting
KW  - Safety
KW  - Spacing
KW  - Workshops
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677035
ER  - 

TY  - CONF
AN  - 00808549
AU  - Bowman, D
AU  - Federal Highway Administration
TI  - A CASE STUDY FOR ADOPTING A COMPREHENSIVE STATE-WIDE ACCESS MANAGEMENT PROGRAM
PY  - 2000/01
SP  - p. 209-215
AB  - This report analyzes comprehensive highway access management programs and looks at the potential benefits and legal limits to Virginia adopting such a program to replace Virginia's rather limited site specific permitting process.  In 1942, Virginia passed legislation defining the right of private homeowners and commercial establishments to make connections to state highways. The statutes established a permit process for commercial and private entrances to state highways, administered by the Virginia Department of Transportation in accordance with the "Minimum Standards of Entrances to State Highways."  However, these standards do not establish a comprehensive access management plan for Virginia's highway systems and have been criticized for being too permissive.  In 1980, Colorado became the first state to enact a comprehensive highway access management code, with strict safety and traffic criteria for private accesses to public highways.  Since that time, Florida and New Jersey have also adopted comprehensive programs. However, Virginia's access management process continues to be a case-by-case permit review process.  This report considers the relative benefits of access management, analyzes the legal obstacles in Virginia for a comprehensive program and discusses options Virginia might consider.  The report also includes an analysis of Virginia's legal and regulatory framework within which an access management program would operate.  The Appendix contains two alternative models for access management regulation to assist policymakers in their decisions.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access
KW  - Access control (Transportation)
KW  - Benefits
KW  - Legal factors
KW  - Permits
KW  - State highways
KW  - State laws
KW  - Virginia
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677037
ER  - 

TY  - CONF
AN  - 00808551
AU  - Scheib, D
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT IN MARYLAND
PY  - 2000/01
SP  - p. 227-230
AB  - This report focuses on how access management has evolved and is being applied to the Primary System in the state of Maryland. Maryland has become extremely successful in controlling access to the Primary System in its rural travel corridors.  Topics covered include:  the Access Management Program; the Access Management Team; the local development process; purchase of access controls; long range access management plans; what access management has influenced or prompted; legislation; and smart growth.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Legislation
KW  - Local development process
KW  - Long range planning
KW  - Maryland
KW  - Primary highways
KW  - Purchasing
KW  - Rural areas
KW  - Smart growth
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677039
ER  - 

TY  - CONF
AN  - 00808553
AU  - Rose, D
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT IN MONTANA (ABSTRACT ONLY)
PY  - 2000/01
SP  - p. 233
AB  - This paper presents the results of the study of access management in Montana.  It is being performed to review the current access management process of the Montana Department of Transportation (MDT) and identify areas of potential improvement.  The objective of this project is to evaluate MDT's existing access control policies as they pertain to approach control, site development, and the state/local review process in addressing access along state highway facilities.  This evaluation is being done to assist in the development of a systematic overall approach to access management.  As urban and suburban land use densities increase and as traffic volumes and trip generation increase, the influence of the frequency, location and design of driveways and intersections has become a critical factor in the performance and safety of the arterial system.  Access movements have been clearly identified as a significant element in accident rates and causes of congestion. The conflict between movement and land access will increase as development occurs in both urban and rural areas.  The challenge is how best to coordinate access with land development in a way that encourages economic activity while simultaneously preserving mobility.  A systematic approach to access management is needed - one that provides a sound legal basis for access control decisions.  This approach must be tailored to Montana's particular needs - its broad range of road types, development patterns, geography, and political jurisdictions.  This need underlies this study.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Crash rates
KW  - Decision making
KW  - Design
KW  - Driveways
KW  - Economics
KW  - Intersections
KW  - Location
KW  - Mobility
KW  - Montana
KW  - Policy
KW  - Real estate development
KW  - State highways
KW  - Traffic congestion
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677041
ER  - 

TY  - CONF
AN  - 00808539
AU  - Sayed, T
AU  - Federal Highway Administration
TI  - ESTIMATING THE SAFETY OF UNSIGNALIZED INTERSECTIONS USING TRAFFIC CONFLICTS
PY  - 2000/01
SP  - p. 143-148
AB  - The deficiencies of motor vehicle accident records have long been recognized as an obstacle to a complete understanding of traffic safety problems at intersections.  The Traffic Conflict Technique was developed to provide additional information that could help make up for the deficiencies of accident records. This paper describes the application of the traffic conflict technique to the estimation of safety at unsignalized intersections.  A computer simulation model, TSC-Sim, is used to study traffic conflicts with time-to-collision as the critical traffic event in simulating driver behavior.  Some aspects of the gap-acceptance criteria, in addition to the differential effects of several driver characteristics (e.g., age, sex, and waiting time tolerance), are examined.  The effects of traffic flow characteristics, such as speed and volume, on the number and severity of conflicts are also discussed.  Using the data collected from 30 conflict surveys, traffic conflict frequency and severity standards for unsignalized intersections have been established.  These standards allow the relative comparison of the conflict risk at various intersections.  An Intersection Conflict Index measure was established to summarize the intersection conflict characteristics.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Age
KW  - Drivers
KW  - Gap acceptance
KW  - Gender
KW  - Traffic conflicts
KW  - Traffic flow
KW  - Traffic safety
KW  - Traffic simulation
KW  - Traffic speed
KW  - Traffic volume
KW  - Unsignalized intersections
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677027
ER  - 

TY  - CONF
AN  - 00808540
AU  - Tindale, S
AU  - Ward, S
AU  - Federal Highway Administration
TI  - PINELLAS COUNTY MPO ACCESS MANAGEMENT STUDY
PY  - 2000/01
SP  - p. 153-156
AB  - The Pinellas County Metropolitan Planning Organization (MPO) Access Management Study was developed in three phases.  The first phase involved reviewing other Access Management Systems and studies that were undertaken throughout the state of Florida.  In addition to this review, interviews were conducted with agencies within the County (including the Florida Department of Transportation) which were involved in access management and driveway/median design and control.  From these interviews, a report was developed which discussed issues and concerns.  Phase two involved initial data sampling and the initial classification of these sample roads.  During this phase, a sample of the County roads was chosen and data were collected from this sample.  An analysis was done and a preliminary assignment of access classification was made based on existing conditions.  Phase three was completed in three steps:  Data collection for the complete County road system; Analysis of driveway and median spacing, the average lot size, land use, posted speeds and lane configurations, with a determination of the correlation between these variables; and Development of road classification procedures, implementation of the procedures, and the initial access classification for all County roads.  Legal counsel (County Attorney) was involved throughout the development of the classification process.  After completion of Phases 1, 2, and 3, the County has utilized this classification as guidance in the development, review, permitting, and access control processes utilized by the County.  This project can serve as a role model for communities to use in implementing access management at the local level.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Classification
KW  - County roads
KW  - Data collection
KW  - Design
KW  - Driveways
KW  - Implementation
KW  - Interviewing
KW  - Land use
KW  - Legal factors
KW  - Literature reviews
KW  - Medians
KW  - Pinellas County (Florida)
KW  - Spacing
KW  - Speed limits
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677028
ER  - 

TY  - CONF
AN  - 00808543
AU  - Taber, J
AU  - Federal Highway Administration
TI  - UTAH'S SITE IMPACT SIMULATION MODEL (ABSTRACT ONLY)
PY  - 2000/01
SP  - p. 167
AB  - This conference presentation is on the recently completed tool to assist in site impact analysis in Utah.  Developed for the Utah Department of Transportation, this tool is a Windows based program allowing the investigator to supply some of the basic site data (development size, land use, etc.).  The program assists in guiding the user to the safest and most appropriate access features.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Computer programs
KW  - Highway safety
KW  - Impact studies
KW  - Land use
KW  - Utah
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677031
ER  - 

TY  - CONF
AN  - 00808554
AU  - Vorster, H D
AU  - Joubert, H S
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT IN PRACTICE: THE PRETORIA EXPERIENCE
PY  - 2000/01
SP  - p. 235-239
AB  - Due to the rapid development of previously vacant land as well as changes in land use along important traffic corridors, the city of Pretoria is under increasing pressure to provide access to and from the street network, especially along major arterials.  To preserve mobility and protect the intended functions of streets, a policy was developed for the City Council of Pretoria that would clearly set the requirements for accesses on different street classes.  The policy emphasizes integrated land use and network planning, with street access forming the interface between the two systems.  The policy consists of two principal components.  The first component is a classification of the street network to establish an appropriate Level of Access (LOA) for each street.  These levels vary from LOA 0 (most restrictive) to LOA 9 (least restrictive).  The second component consists of the design standards appropriate to each of the access categories.  These standards include criteria for both signalized and unsignalized intersections and accesses. Successful implementation of the policy and the approval of Access Management Plans depend on the cooperation of all stakeholders, including property owners, developers, and relevant City Council departments.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access
KW  - Access control (Transportation)
KW  - Cooperation
KW  - Design standards
KW  - Highway classification
KW  - Highway planning
KW  - Land use planning
KW  - Level of access
KW  - Mobility
KW  - Policy
KW  - Pretoria (South Africa)
KW  - Signalized intersections
KW  - Stakeholders
KW  - Unsignalized intersections
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677042
ER  - 

TY  - CONF
AN  - 00808544
AU  - Tindale, Steven A
AU  - Coxen, D
AU  - Federal Highway Administration
TI  - SIMULATION MODELS FOR SITE ACCESS ANALYSIS
PY  - 2000/01
SP  - p. 169-172
AB  - This paper presents the procedures that were used to develop an access management plan for large development on a major State road.  The process centers on the use of a simulation model to assist in evaluating various options for access to this site and to the State road system.  Issues that were evaluated are:  the number and types of access points to the State road; the relocation and specific optimization of location of access from the site to the State road; and the evaluation of site access for a major development that is using a State road.  In addition to the access management issues related to directly connecting the site to the State road system, internal circulation and access controls were evaluated for the site itself, including: the location of driveways in relation to the road system connecting to the State roads; the spacing and issues relating to queuing with the site; and the impact on site circulation of the modification of site access to the State road.  Presented are the various modeling tools that are available, the set-up of these tools, application of site access control measures, and site design as it relates to access control on State roads.  The specific model used is CORSIM.  This model was used not only to assist in making a determination of access controls to protect the State road, but to assist the developer in understanding the issues related to queuing, access, and circulation within the site.  Through use of this tool's visual presentation, the developer, neighborhood citizens, and everyone involved could clearly see the issues surrounding access management and its impact both on the State road and the site itself.  This project can serve as a role model for public agencies, site developers, and individuals concerned with access management at the local level.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Computer models
KW  - CORSIM (Traffic simulation model)
KW  - Driveways
KW  - Planning
KW  - Real estate development
KW  - Spacing
KW  - State highways
KW  - Traffic queuing
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677032
ER  - 

TY  - CONF
AN  - 00808546
AU  - Eisdorfer, A
AU  - Federal Highway Administration
TI  - NEW JERSEY - STATE OF ACCESS MANAGEMENT CHANGES
PY  - 2000/01
SP  - p. 195-196
AB  - This paper consists of an outline of the conference presentation (copies of slides) on New Jersey's access management changes.  It covers housekeeping changes, substantive changes, 1992 and 1995 level of service standards, proposed permit changes, and proposed project management changes.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Level of service
KW  - New Jersey
KW  - Permits
KW  - Project management
KW  - Standards
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677034
ER  - 

TY  - CONF
AN  - 00808548
AU  - Oswald, B
AU  - Federal Highway Administration
TI  - THE NEW YORK DOT START-UP EXPERIENCE (ABSTRACT ONLY)
PY  - 2000/01
SP  - p. 207
AB  - The New York State Department of Transportation (NYSDOT) has launched a broad, collaborative approach to access management which includes corridor preservation, land use, and finance elements.  The emphasis is to include standards and guidelines in local ordinances while working with localities on a strategy and plan for key developing commercial corridors with an uncontrolled state arterial.  The objective is to make it part of the vocabulary, considerations and the tools for addressing traffic congestion, not a separate program.  Many of the tools recommended for corridor traffic management are familiar as local growth management activities.  Each corridor application needs a custom set of tools to address the unique development/access problems and political realities.  NYSDOT is in the third year, outreach step of the start-up phase of the program.  Experience and lessons learned to date include: localities and metropolitan planning organizations (MPOs) have responded well to the introductory outreach; case study successes and field experience are invaluable "selling tools"; the program has to be actively "sold" for collaborations and applications; flexibility is important externally, while "cookbook" seems attractive internally (training materials need to be adjusted accordingly); and the program fits state "business friendly/economic development" objectives.  Three dedicated staff in the Central Office, Albany, have made steady progress to implement the new statewide program.  A flexible, collaborative approach has been successful in the outreach to localities and MPOs; but more new internal training activity is needed in order to reach widespread applications and a fully integrated corridor approach.  In sum, it has been an interesting creative and rewarding start-up process that promises future applications at state and local levels in New York State.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Commercial strips
KW  - Guidelines
KW  - Implementation
KW  - Local government
KW  - Metropolitan planning organizations
KW  - New York (State)
KW  - Ordinances
KW  - Standards
KW  - Strategic planning
KW  - Traffic mitigation
KW  - Training
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677036
ER  - 

TY  - CONF
AN  - 00808550
AU  - Ismart, D
AU  - Federal Highway Administration
TI  - IMPLICATIONS OF CHANGES IN THE UNSIGNALIZED INTERSECTION PROCEDURE ON ACCESS MANAGEMENT
PY  - 2000/01
SP  - p. 219-224
AB  - Access management techniques that consolidate driveways reduce major street delay but result in greater delays to the side street traffic entering the arterial.  The 1997 proposed unsignalized intersection capacity procedure will calculate a lower capacity and higher delay versus the 1994 Highway Capacity Manual (HCM) procedure if design or signalization improvements are not made.  By modifying the design of the unsignalized intersection to include median storage areas, flared approaches, or a progressive signal system to maximize the gaps at the unsignalized intersections, the capacity will be greatly increased and driveways could be consolidated with less tendency for signalizing the intersections.  Changes in the 1994 HCM unsignalized intersection procedure mean that it is critical for highway engineers and planners to consider roadway and signal design when implementing access management treatments.  Without coordination of design and access treatment, the improvements in safety and the reductions in delay may be lost to increased signalization.  A closer tie must exist between access management and highway capacity to maximize the benefits of access management treatments.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Design
KW  - Driveways
KW  - Highway capacity
KW  - Highway Capacity Manual
KW  - Highway safety
KW  - Traffic delays
KW  - Unsignalized intersections
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677038
ER  - 

TY  - CONF
AN  - 00808531
AU  - Krzeminski, R J
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT APPROVAL OF NEW INTERCHANGES AND INTERCHANGE MODIFICATION
PY  - 2000/01
SP  - p. 51-55
AB  - The management of access to freeways through the approval of new interchanges or modifications to existing interchanges is critical to their operation and safety.  Reasons for this include:  it is almost impossible to close an interchange; the need is often created by development resulting in additional traffic to the mainline; a large number of short trips; arterial access can "foul up" an interchange; a new approved, but unbuilt interchange can become a property right; and State and Federal policy is to limit new access.  The following points are made: new interchange access should only be approved where it is justified; improvements to existing interchanges should be fully considered before approving a new interchange; and protection of the operation and safety of the limited access mainline is essential and any impacts must be mitigated and control of arterial access at the interchange is essential.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Freeway operations
KW  - Freeways
KW  - Highway safety
KW  - Interchanges
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677019
ER  - 

TY  - CONF
AN  - 00808533
AU  - Levinson, H S
AU  - Feeney, K
AU  - Michel, R
AU  - Gluck, J S
AU  - Federal Highway Administration
TI  - INTERCHANGES AND FRONTAGE ROADS CONCEPTS AND CASE STUDIES
PY  - 2000/01
SP  - p. 79-100
AB  - As part of the National Cooperative Highway Research Program (NCHRP) Project 3-52, access management practices around freeway interchanges were explored.  The paper presents some lessons learned from the examples studied, and some emergent access concepts.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Case studies
KW  - Freeways
KW  - Frontage roads
KW  - Interchanges
KW  - National Cooperative Highway Research Program
KW  - NCHRP Project 3-52
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677021
ER  - 

TY  - CONF
AN  - 00808535
AU  - Falconi, X R
AU  - Federal Highway Administration
TI  - RELATIONSHIP BETWEEN ACCESS MANAGEMENT AND THE DESIGN OF BICYCLE AND PEDESTRIAN FACILITIES
PY  - 2000/01
SP  - p. 115-121
AB  - The intent of this paper is to provide a background on access management practices in the State of Oregon, a brief discussion on the current transportation planning elements that encourage the application of access management techniques and the relation of its applications on the design of bicycle and pedestrian facilities.  It also contains a brief discussion of the Oregon Department of Transportation Access Management Policy and the Transportation Planning Rule, and how these elements are driving local communities toward implementing access management plans around the state.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Bicycle facilities
KW  - Design
KW  - Oregon
KW  - Pedestrian areas
KW  - Policy
KW  - Transportation planning
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677023
ER  - 

TY  - CONF
AN  - 00808537
AU  - Parsonson, P S
AU  - Waters, M G
AU  - Fincher, J S
AU  - Federal Highway Administration
TI  - TWO-WAY LEFT-TURN LANE WITH A RAISED MEDIAN: ATLANTA'S MEMORIAL DRIVE
PY  - 2000/01
SP  - p. 133-139
AB  - In 1990, the Georgia Department of Transportation replaced a two-way left-turn lane (TWLTL) with a raised median separation along 4.34 miles of Memorial Drive in greater Atlanta.  In the year after completion, the project prevented about 300 crashes and 150 injuries.  There was a 37% reduction in total accident rate and a 48% drop in the injury rate.  Left-turn accidents between intersections were virtually eliminated.  However, after the project, traffic volumes dropped 12% within the project and only 5.5% outside it (1991 was a recession locally and nationwide).  Articles appeared in the local newspapers quoting merchants as saying that the median project has hurt business by eliminating left-turns into and out from their establishments. The project did not include any measures to improve inter-parcel access by providing frontage roads or rear alleyways or joint parking lots.  The authors concluded that the project probably did have a negative effect on stores at mid-block locations and those that must do a large-volume business because of a small profit on each sale.  These results were presented and published at the First National Access Management Conference, in 1993.  It was reported there that, as of May of 1993, after over 2.5 years of the median, not a single fatality had occurred, whereas in the 11.6 years preceding the project there were 15 fatalities, including six pedestrian deaths.  The present paper updates the Memorial Drive experience, reporting the longer-term impacts on both safety and abutting-business activity after eight years of the raised median.  As of the date of this presentation in early October, 1998, there still has not occurred the first fatality, either motorist or pedestrian.  However, the enormous percentage reductions in crashes experienced during the first year have not been found to hold up over time, at least on a project-wide basis.  The annual number of crashes has been increasing since 1992, despite the fact that traffic volumes are gradually decreasing.  However, the paper suggests that this increase is not significantly different from the county-wide increase during the same period and therefore is not attributable to the median. Interviews with the traffic police in the area revealed strong opinions that driver inattention is to blame for the upward trend in crash frequency.  There is a perception that in earlier times, before the invention of the cell phone, drivers were much less distracted from the task at hand and more likely to take their driving seriously.  Memorial Drive, once prosperous with leading retail stores and automobile dealers, now has retail-vacancy rates of 15%, twice the Atlanta average. Newspaper accounts of the decline cite the raised median as one factor of several, but the paper shows that, in fact, the demographics of the corridor were weakening years before the median was built, due to socioeconomic influences such as court-ordered desegregation and the construction of a rapid-rail system.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Atlanta (Georgia)
KW  - Businesses
KW  - Crash rates
KW  - Economic impacts
KW  - Fatalities
KW  - Injuries
KW  - Raised medians
KW  - Socioeconomic factors
KW  - Traffic volume
KW  - Two way left turn lanes
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677025
ER  - 

TY  - CONF
AN  - 00808536
AU  - Carmalt, C R
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF A COMPREHENSIVE MULTI-MODAL ACCESS MANAGEMENT PROGRAM
PY  - 2000/01
SP  - p. 123-130
AB  - The Delaware Department of Transportation (DelDOT) has recognized that it needs to establish a comprehensive access management program to protect the functional integrity of the arterial highway system and to provide improved due process for applicants.  At the same time, DelDOT's Long Range Transportation Plan emphasizes the importance of developing a multi-modal transportation system and seeks to focus transportation investments and improvements in targeted growth areas of the state.  The State of Delaware has jurisdiction over 88% of all roadways in the state.  As a result, an access management program for Delaware has to provide guidance over how access should be provided on local and collector streets as well as controlling the amount of access that should be afforded to properties fronting on arterials.  The program developed by Delaware establishes appropriate access management objectives for each highway functional class.  In addition, the program identifies the role each functional class should serve in supporting non-automobile travel modes -- public transportation, walking and bicycling.  A total of seven access level classifications have been proposed for use in managing access to the transportation system in Delaware.  Procedurally, the Delaware access management policy builds upon the existing development review process that state and local governments have created in Delaware.  The process provides for an incremental review process through four stages of development review.  At each stage, DelDOT's review is explicitly coordinated with the review being conducted by the local government authority.  To support its access management policy, Delaware is preparing revised regulations governing the design of subdivision streets and entrance driveways that will be presented in an access management design manual.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Bicycling
KW  - Coordination
KW  - Delaware
KW  - Highway classification
KW  - Local government
KW  - Policy
KW  - Public transit
KW  - State departments of transportation
KW  - Streets
KW  - Walking
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677024
ER  - 

TY  - CONF
AN  - 00808530
AU  - Williams, K
AU  - Federal Highway Administration
TI  - TEN WAYS TO MANAGE ROADWAY ACCESS IN YOUR COMMUNITY
PY  - 2000/01
SP  - p. 43-48
AB  - Costly improvements are not always the solution to safety and congestion problems.  Roads, like other resources, also need to be carefully managed.  Corridor access management strategies extend the useful life of roads at little or no cost to taxpayers.  This paper presents and discusses ten ways that you can make the most out of your transportation system.  Briefly, these are:  (1) Lay the foundation for access management in your local comprehensive plan; (2) Restrict the number of driveways per lot; (3) Locate driveways away from intersections; (4) Connect parking lots and consolidate driveways; (5) Provide residential access through neighborhood streets; (6) Increase minimum lot frontage on major roads; (7) Promote a connected street system; (8) Encourage internal access to out parcels; (9) Regulate the location spacing and design of driveways; and (10) Coordinate with the Department of Transportation.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Connected street system
KW  - Coordination
KW  - Design
KW  - Driveways
KW  - Local government
KW  - Location
KW  - Lot frontage
KW  - Parking lots
KW  - Residential streets
KW  - Spacing
KW  - State departments of transportation
KW  - Strategic planning
UR  - http://www.cutr.usf.edu/research/10ways.pdf
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677018
ER  - 

TY  - CONF
AN  - 00808532
AU  - Layton, R
AU  - Federal Highway Administration
TI  - OREGON'S POLICY AND HANDBOOK ON INTERCHANGE MANAGEMENT
PY  - 2000/01
SP  - p. 57-78
AB  - This paper provides direction for the planning, design and access management of interchanges, particularly where they connect to the crossroads.  It draws on a draft Interchange Management Policy that was prepared in 1989 by the Oregon Department of Transportation.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Interchanges
KW  - Oregon
KW  - Planning and design
KW  - Policy
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677020
ER  - 

TY  - CONF
AN  - 00808534
AU  - Layton, R
AU  - Hodgson, G
AU  - Hunter-Zaworski, K
AU  - Federal Highway Administration
TI  - PEDESTRIAN AND BICYCLIST IMPACTS OF ACCESS MANAGEMENT
PY  - 2000/01
SP  - p. 105-114
AB  - The objective of this paper is to analyze and evaluate the impacts of access management from the perspective of the pedestrian, bicyclist or transit user, and where possible, suggest modifications in design, control or planning strategies to minimize or eliminate those impacts.  Some of the conditions for automobiles that generate conflicts are high speed operations, impaired visibility, high volume operations and unexpected presence of pedestrians and bicyclists.  Pedestrian and bicyclist crossing locations are major conflict areas.  Some obvious conflicts occur due to driveway approach design where flat radius curve returns generate conflicts between the pedestrians and entering vehicles with longer crossing distances, higher speed and impaired visibility.  Modification to the driveway design standards to minimize these impacts are proposed.  The location of transit stops also create potential problems due to the conflicts in bus/automobile operations and the pedestrian access of transit users, both on the street and to adjacent developments.  Location of crosswalks, walkways and the normal desired routes for pedestrian travel all must be taken into account to assure driveways and off-street parking are located and designed properly.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Bicycle crossings
KW  - Bus stops
KW  - Crosswalks
KW  - Cyclists
KW  - Design standards
KW  - Driveways
KW  - Impact studies
KW  - Pedestrians
KW  - Speed
KW  - Traffic conflicts
KW  - Visibility
KW  - Walkways
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677022
ER  - 

TY  - CONF
AN  - 00808526
AU  - Sokolow, G
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT - AN IMPORTANT TRAFFIC MANAGEMENT STRATEGY
PY  - 2000/01
SP  - p. 13-21
AB  - This paper consists of an outline of the conference presentation (copies of slides) showing the following:  Why we manage access; What access management is; Benefits of access management; Increased capacity; Crash studies; Effects of median reconstruction; Principles of access management; Roadway function classification; Residential street hierarchy; Goals of access management; Techniques to separate conflict points; Driveway flare; Driveway width; Internal site design; Generally adequate driveway throat lengths; How to institute access management; etc.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Benefits
KW  - Crash analysis
KW  - Driveways
KW  - Highway capacity
KW  - Highway classification
KW  - Implementation
KW  - Medians
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677014
ER  - 

TY  - CONF
AN  - 00808528
AU  - Ewing, R
AU  - Federal Highway Administration
TI  - PEDESTRIAN AND TRANSIT-FRIENDLY DESIGN
PY  - 2000/01
SP  - p. 31-32
AB  - There has been a trend toward longer and longer blocks, and correspondingly fewer and fewer intersections within a given area.  This practice is not pedestrian-friendly.  For a high degree of walkability, block lengths of 300 ft, more or less, are desirable.  Blocks of 400 to 500 ft still work well, but as blocks grow to 600 to 800 ft or longer, adjacent blocks become isolated from each other.  The old transit industry standard - that transit users will walk a quarter mile, or 5 min at 3 mph, to a bus stop - is better than we might have guessed. Converting reported walk times from the 1990 Nationwide Personal Transportation Survey into distances, and plotting and smoothing the resulting frequency curve, the median walking distance to and from transit stops is almost exactly a quarter mile.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Intersections
KW  - Pedestrians
KW  - Transit riders
KW  - Walking distance
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677016
ER  - 

TY  - CONF
AN  - 00808527
AU  - Eisdorfer, A
AU  - Federal Highway Administration
TI  - TIPS FOR A SUCCESSFUL ACCESS MANAGEMENT PROGRAM
PY  - 2000/01
SP  - p. 23
AB  - The following six tips are presented:  (1) Have a strong leader with high level support; (2) Watch out for competing public goals; (3) More classifications = More decisions and justifications; (4) Always do the best you can; (5) Address problems head-on; and (6) In the event of tie, the government loses.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Leadership
KW  - Problem solving
KW  - Program management
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677015
ER  - 

TY  - CONF
AN  - 00808523
AU  - Federal Highway Administration
TI  - THIRD NATIONAL ACCESS MANAGEMENT CONFERENCE, FORT LAUDERDALE, FLORIDA, 1998. CONFERENCE PROCEEDINGS
PY  - 2000/01
SP  - 475p
AB  - The 1998 National Conference on Access Management was attended by more than 250 professionals representing a wide range of disciplines, organizations and geographical areas.  Disciplines included engineers, planners, designers, researchers, right-of-way specialists as well as technical, legal, and administrative experts.  Federal agencies, State Departments of Transportation, metropolitan planning organizations, cities, counties, universities and private consultants were all represented.  The primary purpose of the conference was to provide attendees with the latest information on access management by bringing together experts from different areas and providing tutorials and training on the subject in 24 sessions and with 55 separate presentations.  Published papers or abstracts are summarized in these proceedings.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Case studies
KW  - Conferences
KW  - Economic impacts
KW  - Highway safety
KW  - Interchanges and intersections
KW  - Land use
KW  - Legal factors
KW  - Medians
KW  - Transportation corridors
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677011
ER  - 

TY  - CONF
AN  - 00808524
AU  - Stover, V G
AU  - Federal Highway Administration
TI  - RECENT FINDINGS RELATED TO ACCESS MANAGEMENT
PY  - 2000/01
SP  - p. 1-9
AB  - Recent research provides insight into the relationship of access spacing and safety, and on the operational influences of access connections.  Attitude surveys show that, while there is substantial opposition to the change, closure/redesign of median openings and installation of a nontraversable median have been generally accepted.  Recent findings relating roadway crash rates to the density of access connections and median type are presented.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Attitudes
KW  - Crash rates
KW  - Highway operations
KW  - Highway safety
KW  - Median openings
KW  - Research
KW  - Spacing
KW  - Surveys
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677012
ER  - 

TY  - CONF
AN  - 00808529
AU  - Carmalt, C R
AU  - Federal Highway Administration
TI  - ACCESS MANAGEMENT IN CENTERS
PY  - 2000/01
SP  - p. 33-42
AB  - This paper describes what centers are and the role of different types of streets in centers.  It then discusses what role access management should play in controlling development activity in centers to enhance public interests in centers, and, in particular, promoting pedestrian travel in centers.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Activity centers
KW  - Land use
KW  - Pedestrians
KW  - Streets
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677017
ER  - 

TY  - CONF
AN  - 00808525
AU  - Demosthenes, P
AU  - Federal Highway Administration
TI  - BEGINNING A COMPREHENSIVE ACCESS MANAGEMENT PROGRAM
PY  - 2000/01
SP  - p. 11-12
AB  - This paper consists of an outline of the conference presentation (copies of slides) showing the following:  Points to Ponder; Access Features; Classifications; Variances; Who Should Administer the Program; Fees; and Things to Remember.
U1  - Third National Access Management ConferenceCommittee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.Fort Lauderdale, Florida StartDate:19981004 EndDate:19981007 Sponsors:Committee on Access Management, Transportation Research Board; and Office of Technology Applications, Federal Highway Administration.
KW  - Access control (Transportation)
KW  - Classification
KW  - Fees
KW  - Program management
UR  - http://www.teachamerica.com/accessmanagement.info/pdf/AM98.pdf
UR  - https://trid.trb.org/view/677013
ER  - 

TY  - RPRT
AN  - 00806374
AU  - Bahia, H U
AU  - Bosscher, P J
AU  - Christensen, J
AU  - Hu, Yu
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - LAYER COEFFICIENTS FOR NEW AND REPROCESSED ASPHALTIC MIXES
PY  - 2000/01
SP  - 135 p.
AB  - The objective of this study is to determine layer coefficients for selected types of asphalt mixtures used in Wisconsin, including LV, MV, HV, SMA, SHRP, pulverize-Relay mixtures, Mill-Relay mixtures, asphalt base mixtures and recycled PCC-AC mixes combined at different percentages.  The traditional method of resilient modulus was used as well as relating rutting damage functions to the layer coefficients.  Tests were conducted in the field to measure deflections of actual pavement layers, as well as in the laboratory to measure the responses of samples under conditions that mimic field conditions.  The results of the study show that laboratory and field measurements are consistent with the materials tested.  The resilient modulus values measured show that different layer coefficients should be given to the recycled and reprocessed materials depending on the nature of the components.  A list of layer coefficients is proposed for pavement design.  The results of the asphalt materials did not show that there are significant differences in resilient modulus of asphalt mixtures tested; thus, layer coefficients for the asphalt mixtures, derived based on the resilient modulus, are similar for all asphalt mixtures.  The results of laboratory rutting tests, however, were found to give different ranking of the materials, compared to the ranking using the resilient modulus results.  It is observed that asphalt mixtures vary significantly in their rutting behavior in the laboratory and thus can have different contribution to pavement performance.  It is recommended that proposed layer coefficients be used with caution due to lack of direct relation to materials damage behavior.  A conceptual procedure for deriving layer coefficients based on resilient modulus, rutting behavior, and fatigue behavior is proposed in the study.  The study recommends continued work to verify the proposed procedure and modify the layer coefficients to account for the damage behavior of pavement materials including fatigue and thermal cracking.
KW  - Asphalt mixtures
KW  - Deflection
KW  - Fatigue (Mechanics)
KW  - Field tests
KW  - Laboratory tests
KW  - Layer coefficient (Pavements)
KW  - Modulus of resilience
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement performance
KW  - Recycled materials
KW  - Rutting
KW  - Thermal stresses
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/97-02layercoefficicents.pdf
UR  - http://ntl.bts.gov/lib/17000/17700/17727/PB2001103536.pdf
UR  - https://trid.trb.org/view/672650
ER  - 

TY  - RPRT
AN  - 00806360
AU  - Issa, Rita I
AU  - Zaman, Musharraf M
AU  - Miller, Gerald A
AU  - Manhattan College
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - MIX DESIGN USING ASPHALT MILLINGS
PY  - 2000/01
SP  - 45 p.
AB  - A field demonstration project was undertaken by the Oklahoma Department of Transportation to investigate the performance of an asphalt overlay constructed using recycled asphalt millings and the cold mixed, cold laid system.  A 1.9-km (1.2-mi) section of the US-64 North frontage road in Pawnee County was rehabilitated with a 5-cm (2-in.) thick overlay using 100% recycled asphalt millings.  The section was divided into four approximately equal length test sections.  A different type of emulsion was used to rejuvenate the asphalt millings for each test section.  The purpose was to determine the relative performance of each emulsion type and construction method used in this recycled asphalt pavement (RAP) project.  A laboratory investigation was carried out to accomplish two major tasks: the first task was to determine the optimum emulsion and moisture contents of RAP mixes prepared with four different types of emulsions; the second task was to investigate the effect of adding portland cement to RAP mixes, thus producing a cement-emulsion composite.  One of the objectives of this study was to document the behavior of RAP mixes as affected by the addition of portland cement, and to find the optimum emulsion and cement contents.  Achieving an adequate compaction is crucial to the successful performance of a cold mixed, cold laid overlay.  The degree of compaction can greatly vary depending upon rolling pattern, speed, equipment, compaction dynamics, and characteristics of RAP mixes.  From post-construction site visits, it was evident that the polymer modified anionic (PMA) emulsion section performed better than the other sections.  A PMA mix containing 2% free moisture and 2% emulsion was found to have the highest dry stability value; however, this mix had a lower retained stability than a comparable mix prepared with polymer modified cationic (PMC) emulsion.  For samples prepared from cement-emulsion composite, both dry and soaked stability values increased as cement content increased.  The addition of portland cement, however, affected the stability value of samples cured under soaked conditions much more than those cured under dry conditions.  The introduction of as little as 1% of portland cement to RAP mixes doubled the retained stability of specimens, as compared with a RAP mix rejuvenated with high float emulsion (HFE-300).  The cold mixed, cold laid process of pavement rehabilitation holds significant promise for the future.  The current technology, however, needs improvement and refinement through further laboratory and field studies.
KW  - Anionic emulsified asphalt
KW  - Asphalt pavements
KW  - Cationic emulsified asphalt
KW  - Cement content
KW  - Cold in-place recycling
KW  - Cold mix paving mixtures
KW  - Compaction
KW  - Construction management
KW  - Demonstration projects
KW  - Emulsions
KW  - Laboratory tests
KW  - Mix design
KW  - Moisture content
KW  - Overlays (Pavements)
KW  - Polymer asphalt
KW  - Portland cement
KW  - Recycled asphalt pavements
KW  - Recycled materials
KW  - Rehabilitation (Maintenance)
KW  - Rejuvenating agents
KW  - Test sections
KW  - Thickness
UR  - http://ntl.bts.gov/data/Millings_Final_Report.pdf
UR  - https://trid.trb.org/view/672635
ER  - 

TY  - RPRT
AN  - 00795287
AU  - Ault, J P
AU  - Ellor, J A
AU  - Ocean City Research Corporation
AU  - Federal Highway Administration
TI  - DURABILITY ANALYSIS OF ALUMINIZED TYPE 2 CORRUGATED METAL PIPE
PY  - 2000/01
SP  - 106 p.
AB  - The literature review and field studies portion of this investigation were completed by August 1995.  Both revealed myriad factors affecting culvert durability.  The literature review considered more than 140 research papers on or relating to the topic of culvert durability.  Of these papers, roughly 60 were considered further and are included in an annotated bibliography.  Many references are made in the report to past research efforts and conclusions from these papers.  Summaries of these conclusions include laboratory and field research on various culvert materials and durability methods.  These summaries are included to help in both the selection of pipe material and in the use of durability prediction methods.  Those papers presenting field data similar to that used in the present study (including pit depth, age, and original thickness) were consolidated into a database of information on more than 240 galvanized culverts.  The focus of field studies conducted during this investigation centered on the performance of Aluminized Type 2 culverts.  Of the 32 culverts inspected during this investigation, 21 culverts were part of a previous Federal Highway Administration study.  These culverts were located in Alabama and Oregon.  Eight culverts at five sites in Maine were added with the expansion of these field studies.  In situ field measurements of pH and resistivity were taken at each culvert. The abrasive situation at each culvert was characterized, including slope, flow velocity, and abrasive material.  Each culvert was photo-documented and many were videotaped for future reference.  Coupon samples were taken at each location for pit-depth analysis.  Soil samples were removed for laboratory resistivity measurements.  Conclusions from past research, the database, and present field studies have been used to evaluate current durability prediction methods.  Advantages and disadvantages of various culvert materials are discussed, with correlations drawn from the literature review and field studies.
KW  - Alabama
KW  - Aluminum coatings
KW  - Corrugated metal culverts
KW  - Corrugated pipe culverts
KW  - Databases
KW  - Depth
KW  - Durability
KW  - Electrical resistivity
KW  - Field studies
KW  - Galvanizing
KW  - Literature reviews
KW  - Maine
KW  - Oregon
KW  - pH value
KW  - Pitting
UR  - http://ntl.bts.gov/lib/16000/16400/16409/PB2000103824.pdf
UR  - http://ntl.bts.gov/lib/8000/8300/8390/97140.pdf
UR  - https://trid.trb.org/view/654118
ER  - 

TY  - RPRT
AN  - 00795232
AU  - Wu, T H
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - REINFORCED-SOIL EMBANKMENT ON SOFT FOUNDATION
PY  - 2000/01
SP  - 44 p.
AB  - A section of I-670 contains an embankment over a deposit of soft sludge.  The design used geotextiles for soil reinforcement and wick drains to accelerate the consolidation in the sludge. Stage construction was used to allow consolidation of the sludge.  To verify the design assumptions, a test embankment was built in 1993 and the observed performance of the test embankment provided the necessary verification.  The objective of this project was to demonstrate how the findings from the test embankment were used in design and construction. Predictions of consolidation rate, settlement, horizontal movement, geotextile strain and sludge strength were made using conventional and finite element methods and material properties determined from laboratory tests and performance of the test embankment.  Overall, the prediction methods estimated the right order of magnitude of consolidation rate, settlement, horizontal movement, geotextile strain and sludge strength.  The conclusion is that the procedures used in the measurement of material properties, embankment design, prediction of embankment performance, and monitoring of embankment performance during construction for construction control provide an effective methodology that can be applied to future design and construction of embankments over soft ground.  The results of this study can be implemented through the use of the procedures developed here in future projects.
KW  - Consolidation
KW  - Construction
KW  - Design
KW  - Embankments
KW  - Foundations
KW  - Geotextiles
KW  - Mechanically stabilized earth
KW  - Sludge (Deposit)
KW  - Soft soils
KW  - Wick drains
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A44475566
UR  - https://trid.trb.org/view/654077
ER  - 

TY  - RPRT
AN  - 00795230
AU  - Pant, P D
AU  - Liu, Y
AU  - Vasisht, G
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - RATIONAL SCHEDULE OF BASE ACCIDENT RATES FOR RURAL HIGHWAYS IN OHIO - PHASE I
PY  - 2000/01
SP  - 103 p.
AB  - A safety analysis of a specific location requires a knowledge of "base accident rates", also known as "expected values", for identifying abnormal accident patterns at the study location. The base accident rates will allow an agency to objectively determine whether an accident pattern at a study location is significantly higher than the same accident pattern at other locations with similar geometric, traffic, and environmental factors.  Accident density and/or rate estimation models were developed for the following ten accident types:  total accident density, injury accident density, property damage only accident density, fixed-object accident rate, sideswipe accident density, rear-end accident density and rate, left-turn accident density, right-angle accident density and rate, wet pavement accident density, and night accident density.  The following independent variables (in random order) were found significant:  roadway category, lane width (ft), shoulder width (ft), posted speed limit (mph), number of residential driveways, number of business driveways, number of no passing zones (no-passing from both sides), number of no passing zones (along), number of no passing zones (opposite), number of horizontal curves, number of vertical curves, guardrail length (ft), population density within 1 mile, and average daily traffic (vehicles per day). The average daily traffic was used as an independent variable for accident density models, while it was not used for accident rate models since it had already been taken into consideration when accident rates were calculated.  Based on the results of this study, it is recommended that (i) accident density be considered as the primary measurement for accident types; (ii) the sampling scheme developed in this study be used to develop expected values of accident density/rate for the remaining eleven Ohio Department of Transportation (ODOT) districts; and (iii) the models be used for predicting expected values of accident density/rate for rural highway sections in ODOT District 8.  Care should be taken in the use of nonlinear models.
KW  - Accident density
KW  - Crash rates
KW  - Crash types
KW  - Expected value
KW  - Mathematical models
KW  - Ohio
KW  - Rural highways
KW  - Variables
UR  - https://trid.trb.org/view/654075
ER  - 

TY  - RPRT
AN  - 00793889
AU  - Federal Highway Administration
TI  - INSIGHTS INTO PAVEMENT PRESERVATION - A COMPENDIUM
PY  - 2000/01
SP  - 26 p.
AB  - This compendium is meant to provide a short, nontechnical survey of recent articles on pavement preservation for use by members of the highway community - as well as the general public - who have an interest in this topic, but not necessarily a technician's background.  The following 9 articles are included in the compendium: Pavement Preservation: Preserving our Investment in Highways, by RM Davies and J Sorenson; Mapping the Road to Pavement Preservation; Road Map for Pavement Preservation, by J Sorenson; Preventive Maintenance Means Smooth Driving in Georgia; Preventive Maintenance Yields Huge Savings, says Michigan Study; Videotape Portrays Preventive Maintenance as Key to Long-Lasting Pavements; FHWA Teams up to Promote Preventive Maintenance, by J Sorenson; FHWA and Industry to Cosponsor Pavement Preventive Maintenance Workshops; and LTPP Findings Help Kansas DOT Improve Pavement Maintenance Practices.
KW  - Georgia
KW  - Highways
KW  - Industries
KW  - Kansas
KW  - Long-Term Pavement Performance Program
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Pavements
KW  - Preservation
KW  - Preventive maintenance
KW  - Savings
KW  - U.S. Federal Highway Administration
KW  - Videotapes
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/compend.pdf
UR  - http://ntl.bts.gov/lib/17000/17300/17376/PB2001101159.pdf
UR  - https://trid.trb.org/view/653723
ER  - 

TY  - RPRT
AN  - 00791626
AU  - Papanicolaou, ANT
AU  - Maxwell, A R
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - EQUILIBRIUM GEOMORPHOLOGIC CONDITIONS FOR HIGH GRADIENT BED STREAMS
PY  - 2000/01
SP  - 65 p.
AB  - The goal of this study was to identify the flow conditions under which stable bedforms exist; provide the geometric characteristics of these bedforms; measure the magnitude of the streamwise velocity and energy dissipation factor; and determine the friction factor under various flow conditions and gravel sizes.  Design criteria and recommendations for stable bedforms were provided upon the termination of this research.  Stable bedforms are defined as those bedforms of which the spatial characteristics (height and spacing) do not change with time. The focus of this study was on streams with slopes greater than 3%, as clear design requirements for bed geomorphologic stability are lacking for these cases, and they are of particular interest in the design and retrofit of culverts for both anadromous and resident migratory fish passage.
KW  - Culverts
KW  - Design
KW  - Fish passage
KW  - Fishes
KW  - Flow
KW  - Friction factor
KW  - Geometry
KW  - Geomorphology
KW  - Gravel
KW  - Retrofitting
KW  - Size
KW  - Slope (Gradient)
KW  - Stability (Mechanics)
KW  - Stable bedforms
KW  - Streambeds
KW  - Streams
KW  - Velocity
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/479.1.pdf
UR  - https://trid.trb.org/view/648581
ER  - 

TY  - RPRT
AN  - 00791625
AU  - Yonge, D R
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - CONTAMINANT DETENTION IN HIGHWAY GRASS FILTER STRIPS
PY  - 2000/01
SP  - 73 p.
AB  - A 17-month sampling campaign was initiated to investigate the potential for vegetated highway shoulders to retain suspended solids, metals, and total petroleum hydrocarbons (TPH).  A site along SR 8 in Western Washington was selected and three full-scale test plots constructed for evaluation of contaminant retention capability.  The data indicated that TPH and suspended solids were effectively removed.  Metal concentration reduction was also effective when consideration was given to inadvertent pretreatment afforded by the highway runoff collection system. Consequently, the vegetated highway shoulder, located along hundreds of miles of highway can provide a cost effective means of contaminant retention.
KW  - Contaminant retention
KW  - Contaminants
KW  - Cost effectiveness
KW  - Field tests
KW  - Filtration
KW  - Grasses
KW  - Hydrocarbons
KW  - Metals
KW  - Road shoulders
KW  - Runoff
KW  - Suspended sediments
KW  - Total petroleum hydrocarbons (Tph)
KW  - Vegetation
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/474.1.pdf
UR  - https://trid.trb.org/view/648580
ER  - 

TY  - RPRT
AN  - 00791618
AU  - Behavior Research Center
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ARIZONA HIGHWAY USER ORIGIN AND DESTINATION SURVEY
PY  - 2000/01
SP  - 44 p.
AB  - Key findings of this research are as follows:  36% of Arizona residents travel outside their immediate area at least once a week and 15% of residents indicate they hardly ever or never travel outside their immediate area; 39% out-of-state residents hardly ever visit Arizona; 88% of commercial drivers travel outside their immediate area at least three times a week; 80% of Arizona residents indicate in-state locations are their most frequent travel destinations; 38% of out-of-state visitors are simply passing through the state on their way elsewhere; 58% of commercial drivers indicate in-state locations as their most frequent travel destinations; the most frequently traveled highway that Arizona residents utilize is I-10; highways I-10 (40%) and I-40 (28%) are the most heavily traveled highways by non Arizona residents visiting the state; and Interstate 10 receives the lion's share of usage by commercial drivers (42%) followed by I-17 (13%) and US 60 (10%).
KW  - Arizona
KW  - Origin and destination
KW  - Surveys
KW  - Travelers
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ484(1).pdf
UR  - https://trid.trb.org/view/648573
ER  - 

TY  - RPRT
AN  - 00789911
AU  - Okeil, Ayman M
AU  - El-Tawil, S
AU  - Chaphalkhar, M
AU  - University of Central Florida, Orlando
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - NEW ACCESS HATCHES IN EXISTING CURVED BOX GIRDER BRIDGES: A STUDY BASED ON PRACTICAL AND STRUCTURAL CONSIDERATIONS
PY  - 2000/01
SP  - 242 p.
AB  - Steel box girders are inspected periodically by maintenance crews who walk or crawl through the inside of the girders searching for signs of corrosion or damage.  The interior of the box, which can be dangerous because of unusual temperatures and poor ventilation, is reached through access hatches that are usually provided in the bottom flange immediately before or after an expansion joint.  The distance between access hatches frequently exceeds the limit that rescue crews can reach in the event of an emergency.  This situation has concerned safety officials and has prompted the Florida Department of Transportation safety office to request the construction of additional access holes in all existing box girder bridges. This study looks into finding locations where additional access holes can be placed in order to decrease the distance between access hatches in existing bridges.  To eliminate or reduce the amount of strengthening work needed for adding a new access hole, minimally stressed locations are suggested.  Minimally stressed regions are identified through detailed elastic and inelastic finite element analyses of 19 box girder bridges from the State of Florida inventory that are being considered for rehabilitation.  Many of the bridges under consideration are horizontally curved and are comprised of steel U-shapes acting compositely with a reinforced concrete deck.  Finding appropriate locations for the placement of access hatches in such bridges is complicated by the horizontal curvature and requires a thorough understanding of both elastic and inelastic behavior of the structural system.  A detailed finite element model is created from four node shell elements and is used in a case study of one of the existing bridges.  Material and geometric nonlinearities are included in the analyses which focus on the behavior and strength (both static and fatigue) of the bridge.  A smaller but more detailed shell element model is also used to investigate flexural strength of a segment of the same bridge.  In addition to the shell models, a beam-column finite element model that accounts for warping is created.  This model is computationally more efficient than the shell models and is used in case studies of all 19 existing bridges.  The force and moment envelopes due to dead and live load combinations following AASHTO's LRFD specifications are calculated and are presented in an appendix.  Based on the results of the finite element analyses, five different schemes are devised for locating regions where additional access holes could be added without strengthening.  The construction sequence is considered in the analyses by adopting quasi-open section properties for dead loads and closed section properties for live loads.  The five schemes incorporate different levels of interaction between normal and shear stresses and account for fatigue considerations.  Analysis results show that fatigue is an important factor in determining these locations and should be carefully considered in any evaluation.
KW  - Access
KW  - Access hatches
KW  - Box girder bridges
KW  - Curved bridges
KW  - Fatigue (Mechanics)
KW  - Finite element method
KW  - Inspection
KW  - Location
KW  - Occupational safety
KW  - Stresses
UR  - http://ntl.bts.gov/lib/16000/16300/16331/PB2000103429.pdf
UR  - https://trid.trb.org/view/648057
ER  - 

TY  - RPRT
AN  - 00789899
AU  - Kuhn, B T
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - DEVELOPMENT OF A SYSTEMS ENGINEERING EDUCATION MODULE FOR UNDERGRADUATES
PY  - 2000/01
SP  - 74 p.
AB  - Professional capacity building (PCB) throughout the transportation profession is critical to the success of Intelligent Transportation Systems (ITS) nationwide.  The purpose of this study was to develop a systems engineering educational module that could easily fit within any existing transportation undergraduate course or appropriate technical course in other engineering disciplines.  Based on a previous case study analysis of specific job roles and tasks of staff from the various agencies that work at Houston TranStar, the project team determined that the educational module would have three objectives.  These objectives are to provide a definition of systems engineering; discuss its importance with respect to ITS; and provide basic exercises that introduce the concept of systems engineering and begin to develop skills in that arena. The visual aids, lecture notes, and exercise developed for this module were created from a variety of sources including textbooks, reports, workshops, transportation course materials, Internet sites, and other sources containing related information that was pertinent to the objectives of the module.  Visual aids were developed, modified, and updated to target an undergraduate engineering audience.  The results presented in this report address an educational need of the transportation profession. While the focus was on the staff needs within Houston TranStar, the systems engineering objectives the module addresses are needed across the country.  The educational module can easily be incorporated into any undergraduate engineering program, transportation or otherwise, to increase awareness and understanding of systems engineering and to encourage students to pursue transportation as a career.   Furthermore, the material can be used in non-engineering arenas to increase awareness of transportation as a viable career choice for the wide variety of individuals with technical backgrounds necessary to operate and maintain the complex technologies being used in our cities to make transportation more safe and efficient. Thus, this module works to meet the goals and objectives of the national PCB program, especially as they relate to educating the future professionals who will design, build, operate, manage, and maintain the transportation system.
KW  - College students
KW  - Curricula
KW  - Education
KW  - Intelligent transportation systems
KW  - Knowledge
KW  - Motor skills
KW  - Professional capacity building
KW  - Professional personnel
KW  - Systems engineering
KW  - Transportation careers
UR  - http://tti.tamu.edu/documents/ITSRCE-00_01.pdf
UR  - http://ntl.bts.gov/lib/16000/16200/16262/PB2000103280.pdf
UR  - https://trid.trb.org/view/648045
ER  - 

TY  - SER
AN  - 00789887
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - WESTRACK TRACK ROUGHNESS, FUEL CONSUMPTION, AND MAINTENANCE COSTS
PY  - 2000/01
SP  - 4 p.
AB  - Loading tests recently completed at the WesTrack facility in Nevada have provided significant data on truck fuel and maintenance costs as a function of pavement smoothness.  Four driverless trucks were used over 2 1/2 years to travel more than 1.3 million km (820,000 mi) and apply some 4.9 million 80-kN (18,000-lb) Equivalent Single Axle Loads (ESALs).  During this period, pavement sections located on the track's tangents developed varying amounts of roughness, rutting, and/or fatigue cracking.  Some sections eventually required major rehabilitation.  Vehicle and pavement data taken before and after the rehabilitation were used to project the impact of pavement roughness on vehicle operating costs.  The results are reported briefly in this technical brief.  Key findings were: (1) an increase in pavement roughness increased the fuel consumption of trucks applying loads to WesTrack pavement test sections - trucks used 4.5% less fuel/km on smooth pavement than on rough pavement; and (2) an increase in pavement roughness increased the frequency of fatigue failures of truck and trailer components during the WesTrack loading.
KW  - Accelerated tests
KW  - Before and after studies
KW  - Equivalent single axle loads
KW  - Failure
KW  - Fatigue (Mechanics)
KW  - Fuel consumption
KW  - Operating costs
KW  - Pavement cracking
KW  - Pavements
KW  - Rehabilitation (Maintenance)
KW  - Roughness
KW  - Rutting
KW  - Smoothness
KW  - Test tracks
KW  - Trucks
KW  - Vehicle components
UR  - http://www.lpcb.org/index.php/component/docman/doc_view/11031-2000-usa-westrack-track-roughness-fuel-consumption-and-maintenance-costs?Itemid=32
UR  - https://trid.trb.org/view/651305
ER  - 

TY  - RPRT
AN  - 00789849
AU  - Clemena, G G
AU  - Lane, D S
AU  - Freeman, T E
AU  - Lozev, M G
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF NONDESTRUCTIVE EVALUATION METHODS FOR APPLICATION IN EARLY DETECTION OF DETERIORATION IN CONCRETE PAVEMENTS
PY  - 2000/01
SP  - 30 p.
AB  - Three nondestructive evaluation (NDE) methods for concrete pavements - surface ultrasonic pulse velocity measurements (UPV), the impact-echo (IE) method, and the use of a seismic pavement analyzer (SPA) - were tested on six sections of two continuously reinforced concrete pavements.  The results were compared with the actual condition of the concrete as determined by visual inspection, photographic imaging, and examination of cores extracted from the sections.  The IE and surface UPV methods were the best in indicating the existence of macroscopic cracks.  However, each must be used over a relatively long period of time to determine the deterioration rate of pavement. In addition, to be practical and efficient for application in pavement inspection, mechanization of the instrumentation of each method would be required.  Even though the SPA did not compare favorably with the IE and surface UPV methods in detecting cracks and delaminations, it provided information that could be used to derive the overall qualitative condition of each test section.  The results with the SPA had a high correlation with a petrographically determined rating for alkali-silica reactivity.  This correlation, if verified, can serve as the basis for using the inspection system to collect information that may be used to predict the future condition of a pavement.  In comparison with the other methods, the SPA would require the least additional development to be an effective inspection method.  Photographic imaging was extremely valuable. Although it did not probe into the concrete as did the three NDE methods/systems investigated, it captured the surface cracks and other surface features that may well be useful indicators of the future condition of the pavements.  In view of the recent advancements in the technology of high-resolution digital imaging systems and computers that can make this inspection method quantitative, which it seriously needs to be, photographic imaging deserves attention as an NDE method.
KW  - Alkali silica reactions
KW  - Condition surveys
KW  - Continuously reinforced concrete pavements
KW  - Correlation analysis
KW  - Delamination
KW  - Impact echo tests
KW  - Nondestructive tests
KW  - Pavement cracking
KW  - Photographic imaging
KW  - Seismic pavement analyzers
KW  - Ultrasonic pulse velocity
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r13.pdf
UR  - http://ntl.bts.gov/lib/16000/16100/16103/PB2000102559.pdf
UR  - https://trid.trb.org/view/647999
ER  - 

TY  - RPRT
AN  - 00789848
AU  - Roosevelt, D S
AU  - Fitch, G M
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF AN ICE BAN (REGISTERED TRADEMARK) PRODUCT AS A PREWETTING AGENT FOR SNOW REMOVAL AND ICE CONTROL OPERATIONS
PY  - 2000/01
SP  - 25 p.
AB  - The purpose of this project was to determine if the Virginia Department of Transportation (VDOT) should use Ice Ban (registered trademark) M50 for snow and ice control.  Ice Ban M50 was evaluated for its effects on snow removal and ice control operations, the environment, and the highway infrastructure.  The operational component consisted of a literature review.  The environmental component consisted of tests conducted on roadside vegetation, turfgrass seed, and freshwater minnows.  The highway infrastructure component consisted of tests conducted on concrete and metals.  The researchers concluded that the cost and operational problems associated with using Ice Ban M50 as a presetting agent exceeded those associated with using magnesium chloride (MgCl2) as a prewetting agent.  VDOT should consider experimentation in which Ice Ban M50 is applied directly to pavements when temperatures are below -12 deg C.  Experimentation should proceed cautiously until additional research addresses concerns with product stability, mold, and other probable environmental issues.
KW  - Concrete
KW  - Costs
KW  - Environmental impacts
KW  - Fishes
KW  - Grasses
KW  - Infrastructure
KW  - Literature reviews
KW  - Magnesium chloride
KW  - Metals
KW  - Mold
KW  - Operations
KW  - Product safety
KW  - Snow and ice control
KW  - Tests
KW  - Vegetation
KW  - Wetting agents
KW  - Winter maintenance
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r12%20.pdf
UR  - http://ntl.bts.gov/lib/16000/16200/16265/PB2000103289.pdf
UR  - https://trid.trb.org/view/647998
ER  - 

TY  - RPRT
AN  - 00789825
AU  - Wilson, J
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF THE GEOWEB AND J.K. STRUCTURE SLOPE STABILIZATION METHODS
PY  - 2000/01
SP  - 28 p.
AB  - In the fall of 1994, two different slope stabilization products (J.K. Structure manufactured by J.K. Structure of France and Geoweb Cellular Confinement System, manufactured by Presto Products Company of Appleton, WI) were installed adjacent to State Trunk Highway 35 along the Mississippi River in west central Wisconsin in an effort to evaluate their effectiveness for erosion control and slope stabilization.  J.K. Structure is a metal paneling and the Geoweb System is an expandable plastic mesh.  The natural slope of the talus material was approximately 1 1/4:1, but because of space constraints between the bluff and the Mississippi River, the back slopes were left at 3/4:1.  The test site was 20-30 ft (6.1-9.1 m) high and approximately 300 ft (914 m) long.  Each test section (one with J.K. Structure and one with Geoweb) was approximately 200 sq m.  After five years, the performance of these products was rated as better than the control area (no treatment), preventing small localized areas of erosion and major slope failures.  However, due to costs and installation difficulties, these products were not recommended for widespread use in Wisconsin as the investment return was minimal.  However, these products did perform satisfactorily enough so that they could be considered for use on a case by case basis where major slope failures are common.
KW  - Costs
KW  - Erosion control
KW  - Metal paneling
KW  - Performance evaluations
KW  - Plastic mesh
KW  - Slope stability
KW  - Test sections
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-17-99stabilization1.pdf
UR  - https://trid.trb.org/view/647976
ER  - 

TY  - RPRT
AN  - 00789813
AU  - Hager, G M
AU  - Dahill, J M
AU  - Boundy, B
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF SHREDDED TIRES AS BACKFILL AT DOUBLE NICKEL SLIDE
PY  - 2000/01
SP  - 10 p.
AB  - A project, involving the use of shredded tires as lightweight fill material for control of an active landslide, was completed in the summer of 1995.  The slide repair is located along State Highway 28, at reference marker 55, 32 km south of Lander, Wyoming.  A 3-m high fill was constructed using 6350 cu m of coarsely shredded tires (500,000 tires) to reduce driving forces and add stability to the existing embankment.  The tire fill is the subject of a monitoring program by the Geology Program of the Wyoming Department of Transportation.  Inclinometers were placed to detect possible movement along the original slide plane.  A surveying program has been established to monitor settlement of the tires.  Additionally, two thermistor strings, consisting of temperature probes, have been placed in the tire fill to monitor any rise in temperature indicative of an exothermic reaction.  The tire fill has been monitored monthly since December 1995.  In August of 1996, the amounts of oxygen, carbon monoxide, hydrogen sulfide and combustible gases were measured from the underdrain system within the tires.  All of the temperature and gas monitoring accomplished so far has indicated that the tire fill at the Double Nickel Slide is stable and shows no signs of heating up.  The use of larger tire pieces may have been an advantage, as the lower density and the thinner section of tires will aid in heat dissipation produced by exothermic reactions within the fill.  Although it may allow more oxygen into the system, the use of larger tire pieces reduces the amount of exposed steel versus the double-cut smaller pieces.  The gas sampling study indicated that there was very little oxygen (<4%) in the tires, thereby reducing the possibility of spontaneous combustion.  Shredded tires are still a good material for lightweight fills less than 4.5 m thick. The insulating ability of the rubber in fills below this thickness will not be sufficient to allow a significant buildup of heat by exothermic reactions.
KW  - Backfilling
KW  - Carbon monoxide
KW  - Embankments
KW  - Exothermic reactions
KW  - Fills
KW  - Gases
KW  - Ground settlement
KW  - Hydrogen sulfide
KW  - Inclinometers
KW  - Landslides
KW  - Lightweight materials
KW  - Monitoring
KW  - Oxygen
KW  - Scrap tires
KW  - Shredded tires
KW  - Shredding
KW  - Soil stabilization
KW  - Surveying
KW  - Temperature measurement
KW  - Thermistors
KW  - Tires
KW  - Waste products
UR  - http://ntl.bts.gov/lib/16000/16300/16329/PB2000103426.pdf
UR  - https://trid.trb.org/view/647965
ER  - 

TY  - RPRT
AN  - 00789814
AU  - Environmental Systems Research Institute, Incorporated
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - THE WYOMING DEPARTMENT OF TRANSPORTATION GEOGRAPHIC INFORMATION SYSTEM IMPLEMENTATION PROJECT
PY  - 2000/01
SP  - 134 p.
AB  - A geographic information system (GIS) was needed by the Wyoming Department of Transportation (WYDOT) to complement existing information management procedures and leverage the spatial component of its data.  WYDOT contracted with Environmental Systems Research Institute, Inc. (ESRI) to provide planning and implementation services aimed at establishing GIS technology within the department.  The methodology consisted of three distinct but tightly integrated planning stages:  an initial plan that aligned GIS development with organizational goals and objectives, a conceptual plan that defined what the GIS was to accomplish, and a detailed plan that defined how the system would operate.  The planning activities were followed by system deployment efforts that considered the acquisition, installation, construction, and integration of GIS hardware, software, data, applications, and organizational procedures. The design methodology offered the following strategic benefits for WYDOT:  (1) Implementation was founded in a planning environment.  Financial commitments to hardware, software, and data were deferred until system requirements were fully understood.  The approach ensured that each GIS investment decision met well-defined needs and long-term organizational goals.  (2) Convenient stopping points, built into the methodology, enabled WYDOT staff to assess the feasibility of GIS development at various stages of the implementation.  In this manner, WYDOT staff gained confidence in, and control of, their GIS development decisions.  (3) Active participation by WYDOT staff resulted in an internal GIS knowledge base that serves to reduce their reliance on outside consultants and enable them to effectively direct future GIS investment. Working together, WYDOT and ESRI delivered an operational GIS on time and within budget.
KW  - Geographic information systems
KW  - Implementation
KW  - Methodology
KW  - Planning
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/16000/16300/16310/PB2000103393.pdf
UR  - https://trid.trb.org/view/647966
ER  - 

TY  - RPRT
AN  - 00784632
AU  - Cook, R A
AU  - Bloomquist, D
AU  - Richard, D S
AU  - Kalajian, M A
AU  - Cannon, V A
AU  - Arnold, D P
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - DESIGN, TESTING, AND SPECIFICATION OF A MECHANICAL DAMPING DEVICE FOR MAST ARM TRAFFIC SIGNAL STRUCTURES
PY  - 2000/01
SP  - 150 p.
AB  - Several mast arm failures have been observed in Florida and other states from fatigue caused by wind-induced vibrations.  An economical method to mitigate the effects of wind-induced vibration on these types of structures is to install mechanical damping systems directly on the mast arm.  These devices limit the amplitude and duration of vibrations resulting in an increase in the design life of the structure.  This report describes the development and testing of several different damping devices for cantilevered mast arm structures.  Prototype damping devices were tested on a 37 ft (11.3 m) mast arm constructed in the Structures Laboratory at the University of Florida.  Successful devices were then field tested on three existing mast arms to determine their effectiveness on a range of mast arm lengths.  The optimum device was then placed on a mast arm in Tampa, Florida that had been observed to undergo significant wind-induced movement on a regular basis.  The structure was monitored with and without the device in place to compare the overall effectiveness of the device.  The specifications for a tapered impact damper (final device) are included.
KW  - Damping (Physics)
KW  - Damping devices
KW  - Fatigue (Mechanics)
KW  - Field tests
KW  - Mast arms (Traffic signals)
KW  - Prototype tests
KW  - Service life
KW  - Specifications
KW  - Structural supports
KW  - Traffic signals
KW  - Vibration
KW  - Wind
UR  - http://ntl.bts.gov/lib/16000/16100/16161/PB2000102819.pdf
UR  - https://trid.trb.org/view/637065
ER  - 

TY  - JOUR
AN  - 00783747
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Davies, R M
AU  - Sorenson, J
AU  - Federal Highway Administration
TI  - PAVEMENT PRESERVATION: PRESERVING OUR INVESTMENT IN HIGHWAYS
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 37-42
AB  - Highway agencies are redefining their objectives, requiring them to focus on preserving and maintaining rather than expanding the existing highway system.  As a component of system preservation, pavement preservation is aimed at preserving the investment in the highway system, extending pavement life, and meeting the customers' needs.  It is the timely application of carefully selected surface treatments to maintain or extend a pavement's effective service life.  In addition to establishing a pavement-preservation philosophy, other issues must be addressed to ensure the proper implementation of a pavement-preservation program.  A major hurdle in establishing a pavement-preservation program is dedicated funding.  The success of a pavement-preservation program is based on selecting the right treatment for the right pavement at the right time.  To determine the optimal timing, performance standards and indices for various treatment types need to be established through research and the collection of performance data.  In the future, pavement contractors may be required to guarantee the performance of a pavement for a specified service life.  Pavement preservation must be integrated into the overall pavement management system (PMS) to allow highway officials to manage pavement conditions as part of managing their resource allocations.  By using an integrated PMS, a manager can select the proper proportion of preventive maintenance, corrective maintenance, rehabilitation, and reconstruction that optimizes available dollars and extends the service life of the pavements within the system.
KW  - Cost effectiveness
KW  - Maintenance management
KW  - Optimization
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Preservation
KW  - Preventive maintenance
KW  - Resource allocation
KW  - Service life
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/pavement.cfm
UR  - https://trid.trb.org/view/639369
ER  - 

TY  - JOUR
AN  - 00783749
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Washer, G A
AU  - Federal Highway Administration
TI  - DEVELOPING NDE TECHNOLOGIES FOR INFRASTRUCTURE ASSESSMENT
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 44-50
AB  - This article provides an overview of the Federal Highway Administration's (FHWA) program for developing nondestructive evaluation (NDE) technologies for the inspection and evaluation of highway infrastructure.  The article discusses new laser technology that can help attain mobility goals by reducing the number of structurally deficient bridges, new bridge deck evaluation technologies that help achieve both productivity and mobility goals by reducing traffic delays and reducing the cost of maintenance repairs, new technologies that can assist in the evaluation of bridge condition to ensure safety and promote efficient maintenance strategies, an innovative new study that will determine the reliability of existing bridge inspection procedures, and new technologies for characterizing highway building materials.  The FHWA NDE Validation Center, through the development and evaluation of NDE technologies, should broaden the use of NDE and improve the state of the practice for highway bridge inspection.
KW  - Bridge decks
KW  - Cracking
KW  - Evaluation and assessment
KW  - Fatigue (Mechanics)
KW  - Ground penetrating radar
KW  - Highway bridges
KW  - Highway safety
KW  - Infrastructure
KW  - Inspection
KW  - Lasers
KW  - Maintenance
KW  - Nondestructive tests
KW  - Stress gages
KW  - Structural analysis
KW  - Technological innovations
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/nde.cfm
UR  - https://trid.trb.org/view/639371
ER  - 

TY  - JOUR
AN  - 00783751
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - D.C. USES ECE TO PROTECT BRIDGES FROM CORROSION
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 52
AB  - The District of Columbia Department of Public Works will use electrochemical chloride extraction (ECE) to expedite rehabilitation of the Eastern Avenue bridge in northeast Washington, D.C.  ECE is a fast and economical way to protect bridge structures and extend a bridge's service life by as much as 20 years.  ECE is a process that uses electrical currents to draw chloride ions (salt) away from reinforcing steel bars embedded inside the concrete.  This eliminates the corrosive environment caused by deicing salts and prevents further deterioration of the structure.  It also restores the alkalinity of the concrete, recreating a corrosion-resistant barrier to protect the steel from future damage.
KW  - Alkalinity
KW  - Bridges
KW  - Chlorides
KW  - Corrosion protection
KW  - Electric current
KW  - Electrochemical processes
KW  - Ions
KW  - Preventive maintenance
KW  - Rehabilitation (Maintenance)
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Service life
KW  - Washington (District of Columbia)
UR  - https://trid.trb.org/view/639373
ER  - 

TY  - JOUR
AN  - 00783756
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - DOT DISTRIBUTES VIDEO ON HIGHWAY-RAIL GRADE CROSSING
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 54
AB  - An educational video titled "ROLL CALL:  Highway-Rail Grade-Crossing Safety" will be distributed nationwide to local law enforcement agencies.  The video will help law enforcement officers educate motorists and pedestrians about highway safety near railroads.  The video explains the need for enforcement of traffic and trespassing laws, types of warning signs and signals, laws and civil rulings, available enforcement tools, and the investigation of grade-crossing collisions.  According to the Federal Railroad Administration, between 1993 and 1998, highway-rail incidents declined 28%, highway-rail fatalities declined 31%, and highway-rail injuries declined 29%.
KW  - At grade intersections
KW  - Crash rates
KW  - Highway safety
KW  - Railroad grade crossings
KW  - Traffic law enforcement
KW  - Traffic safety
KW  - Traffic safety education
KW  - Warning devices
KW  - Warning signs
UR  - https://trid.trb.org/view/639378
ER  - 

TY  - JOUR
AN  - 00783758
JO  - ITE Journal
PB  - Institute of Transportation Engineers (ITE)
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - TESTING OF TRAFFIC-SIGNAL AND STREET-LIGHTING POLES USING AASHTO AND ASCE STANDARDS
PY  - 2000/01
VL  - 70
IS  - 1
SP  - p. 16
AB  - An innovative and economical nondestructive testing method has been developed to determine the viability of installed steel, aluminum, concrete, and wood poles.  The test is performed by using a testing vehicle, which is equipped with measuring, recording, and controlling devices, that applies a progressive bending moment to the pole at crucial height above the ground. The force is applied to the pole in four different directions, and the results of the force/deflection measurements are plotted and recorded concurrently.  The resulting diagrams can determine if flaws, such as fissures, severe underground corrosion or rot, unstable anchor bolts, and foundation instability have developed.
KW  - Aluminum
KW  - American Association of State Highway and Transportation Officials
KW  - American Society of Civil Engineers
KW  - Bending moments
KW  - Concrete
KW  - Deflection
KW  - Force
KW  - Nondestructive tests
KW  - Poles (Supports)
KW  - Steel
KW  - Street lighting
KW  - Testing equipment
KW  - Traffic signals
KW  - Wood
UR  - https://trid.trb.org/view/639380
ER  - 

TY  - JOUR
AN  - 00783743
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Tuggle, D
AU  - Federal Highway Administration
TI  - 1999 NATIONAL QUALITY INITIATIVE (NQI) ACHIEVEMENT AWARDS
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 14-18
AB  - The National Quality Initiative (NQI) is a dynamic partnership founded by the Federal Highway Administration, American Association of State Highway and Transportation Officials, and 10 other related associations.  NQI focuses on continuous quality improvement within the highway industry.  The 1999 NQI Achievement Awards were based on the following criteria:  the quality process and results, customer focus, teamwork, innovation and value, and long-term improvement.  This feature provides descriptions of National Winner Texas and the seven gold level winners:  Colorado, Indiana, Maryland, Nebraska, New Mexico, Pennsylvania, and Wisconsin.  The Texas Department of Transportation and its partners were the national winner for the U.S. 75/North Central Expressway project in Dallas.  Gold level projects were the Interstate 70 (I-70)/Airpark Road-East project in Adams County, Colorado; the Pride of I-69 project in DeKalb County, Indiana; a project to widen and reconstruct a portion of I-695 (the Baltimore Beltway) between State Route 140 and I-83 in Baltimore County, Maryland; the I-180 project in Lincoln, Nebraska; the I-40 upgrade project in Albuquerque, New Mexico; the U.S. 219/Meyersdale Bypass project in Somerset County, Pennsylvania; and the East-West Freeway/I-94 Westbound rehabilitation project in Waukesha County, Wisconsin.  A sidebar lists the projects recognized as state winners.
KW  - American Association of State Highway and Transportation Officials
KW  - Awards
KW  - Bypasses
KW  - Colorado
KW  - Construction
KW  - Cooperation
KW  - Customer service
KW  - Expressways
KW  - Freeways
KW  - Highway maintenance
KW  - Highways
KW  - Improvements
KW  - Indiana
KW  - Innovation
KW  - Interstate highways
KW  - Maryland
KW  - Nebraska
KW  - New Mexico
KW  - Pavement widening
KW  - Pennsylvania
KW  - Quality control
KW  - Quality of work
KW  - Reconstruction
KW  - Rehabilitation (Maintenance)
KW  - Texas
KW  - U.S. Federal Highway Administration
KW  - Wisconsin
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/nqi.cfm
UR  - https://trid.trb.org/view/639365
ER  - 

TY  - JOUR
AN  - 00783745
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Seltzer, D
AU  - Federal Highway Administration
TI  - RECENT DEVELOPMENTS IN FEDERAL PROJECT FINANCE
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 26-29
AB  - In May 1998, the Transportation Equity Act for the 21st Century (TEA-21) dramatically increased the funding levels of surface transportation projects and added a number of new tools to be used by sponsors of highway and transit projects to advance their programs.  States how have greater latitude to satisfy the matching funds requirements for projects.  They can use design-build contracting for procurements greater than $50 million, and ultimately, they may draw upon streamlined procedures for multiagency federal environmental review.  TEA-21 also continued the trend of introducing innovative finance techniques, giving project sponsors new ways to go about financing their surface transportation projects.  Two prominent financing programs that have attracted particular attention are Grant Anticipation Revenue Vehicles (GARVEE) bonds and the Transportation Infrastructure Finance and Innovation Act of 1998 (TIFIA).  GARVEE bonds refer to federal-aid assistance that states receive in the form of annual apportionments from the Federal Highway Administration.  TIFIA was designed to provide assistance in the form of credit, rather than grants, to major surface transportation capital investments.  Five projects seeking $1.6 billion in credit support were selected for the first round of TIFIA assistance in September 1999.  They are the Miami (Florida) Intermodal Center; Farley-Pennsylvania Station in New York City; State Route 125 in San Diego, California; Tren Urbano in San Juan, Puerto Rico; and the Washington D.C. Metro Capital Program.  Both GARVEE bonds and TIFIA allow states to leverage limited federal resources to help expand the level of capital investment in transportation projects.
KW  - Bonds
KW  - Credit
KW  - Design build
KW  - Financing
KW  - Garvee Bonds
KW  - Government funding
KW  - Grant aid
KW  - Highways
KW  - Intermodal terminals
KW  - Loans
KW  - Miami (Florida)
KW  - New York (New York)
KW  - Public transit
KW  - Railroad stations
KW  - Regulatory constraints
KW  - San Diego (California)
KW  - San Juan (Puerto Rico)
KW  - State highways
KW  - Tifia
KW  - Transportation
KW  - Transportation Equity Act for the 21st Century
KW  - Washington (District of Columbia)
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/finance.cfm
UR  - https://trid.trb.org/view/639367
ER  - 

TY  - JOUR
AN  - 00783760
JO  - ITE Journal
PB  - Institute of Transportation Engineers (ITE)
AU  - Weber, P A
AU  - Braaksma, J P
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - TOWARDS A NORTH AMERICAN GEOMETRIC DESIGN STANDARD FOR SPEED HUMPS
PY  - 2000/01
VL  - 70
IS  - 1
SP  - 4 p.
AB  - Speed humps are a very effective means of calming traffic.  The purpose of this study is to contribute to the development of speed-hump geometric design standards for North America, where vehicle characteristics, environmental conditions, and motorist expectations may be different from those in other countries.  It is one of the first attempts at a scientific examination of speed-hump design in North America and will hopefully serve to stimulate further research.  Emphasis is placed on length as a critical design parameter.  The goal is to suggest variations in Watts and Seminole Profile designs suitable for bus routes and nonbus routes having posted speeds of 30, 40, and 50 kph.  Some of the optimal designs, such as the 5.2 m by 100 mm hump for automobiles at 25 kph had as much as a 3-m spread between the averaged lengths.  This suggests that vehicle type is a significant parameter that needs to be tested further.
KW  - Bus routes
KW  - Design standards
KW  - Geometric design
KW  - Length
KW  - North America
KW  - Regression analysis
KW  - Speed control humps
KW  - Traffic calming
KW  - Vehicles
UR  - http://www.ite.org/traffic/documents/JAB00A30.pdf
UR  - https://trid.trb.org/view/639382
ER  - 

TY  - JOUR
AN  - 00783762
JO  - ITE Journal
PB  - Institute of Transportation Engineers (ITE)
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - INNOVATIVE TRAFFIC CONTROL: TECHNOLOGY AND PRACTICE IN EUROPE--EXECUTIVE SUMMARY
PY  - 2000/01
VL  - 70
IS  - 1
SP  - p. 45-49
AB  - In May 1998, a team of 10 U.S. traffic engineers traveled to Europe to observe innovative traffic-control practices.  They identified many noteworthy practices, several of which may have current or future value to U.S. transportation agencies.  This feature presents the executive summary from the team's report. Information is presented in five areas:  traffic control devices, freeway control, operational practices, information management, and administrative practices.  The two traffic-control devices that the team believed would have the greatest potential value in the United States are the tigertail marking used on freeway entrance and exit ramps and the all-white system of pavement markings used throughout Europe.  The three freeway-control practices that the members felt should be researched for possible implementation in the United States are variable speed control, lane-control signals, and incident and queue detection and protection.  Team members recommended research on two operational practices:  intelligent speed adaption and self-optimized, traffic-signal control.  Symbols were widely used in variable message signs.  One of the key observations was that several of the countries used safety benefits and improved emergency services' incident-response times instead of improved operations or congestion reduction as primary justification for transportation programs when presenting them to policymakers and elected officials.
KW  - Administration
KW  - Europe
KW  - Freeway management systems
KW  - Highway safety
KW  - Incident detection
KW  - Information management
KW  - Lane use control signals
KW  - Road markings
KW  - Speed control
KW  - Study tours
KW  - Technological innovations
KW  - Technology transfer
KW  - Traffic control
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic signal control systems
KW  - United States
KW  - Variable message signs
UR  - https://trid.trb.org/view/639384
ER  - 

TY  - JOUR
AN  - 00783753
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - TRANSPORTATION AND INTERIOR DEPARTMENTS JOIN TO BENEFIT NATIONAL PARKS
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 53
AB  - The U.S. Department of Transportation Intelligent Transportation Systems (ITS) Joint Program Office and the National Park Service have united in a joint venture to field test ITS applications at Acadia National Park in Maine.  The ITS operational test involves an advanced traveler information system that will give travelers real-time information on parking availability, bus arrival and departure times, weather, and other information.  Transportation information collected will be transferred to other parks across the nation.
KW  - Acadia National Park
KW  - Advanced traveler information systems
KW  - Congestion management systems
KW  - Field tests
KW  - Intelligent transportation systems
KW  - Joint ventures
KW  - National Park Service
KW  - U.S. Department of Transportation
UR  - https://trid.trb.org/view/639375
ER  - 

TY  - JOUR
AN  - 00783754
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - ASCE NAMES TOP ACHIEVEMENTS OF THE CENTURY
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 53
AB  - The American Society of Civil Engineers (ASCE) named the 10 civil engineering achievements that have had the most positive impact on society in the 20th century:  airport design and development, dams, the interstate highway system, long-span bridges, rail transportation, sanitary landfills/solid waste disposal, skyscrapers, waste water disposal, water supply and distribution, and water transportation (canals and ports).
KW  - Airports
KW  - American Society of Civil Engineers
KW  - Civil engineering
KW  - Dams
KW  - Interstate highways
KW  - Landfills
KW  - Long span bridges
KW  - Railroad transportation
KW  - Solid waste disposal
KW  - Water supply and distribution structures
KW  - Water transportation
UR  - https://trid.trb.org/view/639376
ER  - 

TY  - JOUR
AN  - 00783750
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FHWA DEVELOPS TRAINING SESSION TO PROMOTE HEAT STRAIGHTENING
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 52
AB  - The Federal Highway Administration developed a training session to promote heat straightening:  an effective, economical repair technique that significantly decreases the time it takes to repair a damaged steel beam or girder.  Heat straightening, when done correctly, eliminates the need to remove, reconstruct, or replace damaged bridge segments and can be completed in a fraction of the time required for other repair techniques. Prior to these training sessions, engineers who supervised such repairs had little guidance on proper procedures for the specific damage configurations or how to avoid problems, such as overheating and improper application of force.  Although the technique is highly effective, many state departments of transportation avoided using it because when performed incorrectly, heat straightening could cause fractures and permanent weakening of the repaired structure.
KW  - Beams
KW  - Bridges
KW  - Cost effectiveness
KW  - Girders
KW  - Heat
KW  - Heat straightening
KW  - Maintenance
KW  - Repairing
KW  - Steel structures
KW  - Straightening
KW  - Training programs
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/639372
ER  - 

TY  - JOUR
AN  - 00783757
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Denk, C
AU  - Federal Highway Administration
TI  - SAFER ROADS THROUGH BETTER DESIGN: IHSDM WEB PAGES OFFER GLIMPSE OF 21ST CENTURY SAFETY SOFTWARE
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 56
AB  - Newly launched World Wide Web pages for the Interactive Highway Safety Design Model (IHSDM) offer a comprehensive view of new software that should ultimately ensure better designed and safer roads.  Targeted specifically to roadway planners and designers and others in the transportation engineering community, the IHSDM Web site provides visitors with a complete description of IHSDM as developing safety software that will provide never-before-available and easy-to-access data to facilitate evaluation of the safety implications of design alternatives. The site features pages dedicated to each of the seven IHSDM modules:  crash prediction, design consistency, driver/vehicle performance, intersection diagnostic review, policy review, roadside safety, and traffic analysis.
KW  - Construction
KW  - Driver vehicle interfaces
KW  - Highway design
KW  - Highway engineering
KW  - Highway safety
KW  - Interactive Highway Safety Design Model
KW  - Internet
KW  - Intersections
KW  - Mathematical prediction
KW  - Public policy
KW  - Reconstruction
KW  - Software
KW  - Traffic crashes
KW  - Transportation engineering
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/639379
ER  - 

TY  - JOUR
AN  - 00783752
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - FCC MAKES RADIO SPECTRUM AVAILABLE FOR ITS
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 52-53
AB  - The Federal Communications Commission (FCC) advanced the Department of Transportation Intelligent Transportation Systems (ITS) program by allocating a range of 5,850 to 5,925 MHz for dedicated short-range communications between vehicles and electronic systems on the roadside, such as at toll booths or intersections.
KW  - Communications
KW  - Intelligent transportation systems
KW  - Radio frequency
KW  - Radio signals
KW  - U.S. Department of Transportation
KW  - U.S. Federal Communications Commission
UR  - https://trid.trb.org/view/639374
ER  - 

TY  - JOUR
AN  - 00783755
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - NEW BRIDGE UNVEILED IN NORTH CAROLINA
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 53-54
AB  - The U.S. 17 highway bridge over the Neuse River in New Bern, North Carolina, was unveiled in November 1999.  Contractors constructed a multilane fixed-span bridge, which is more than 3,048 m long; a new trilevel interchange over an existing interchange; and eight interchange bridges up to 1,067 m long.
KW  - Bridge engineering
KW  - Construction
KW  - Design
KW  - Highway bridges
KW  - Interchanges
KW  - New Bern (North Carolina)
UR  - https://trid.trb.org/view/639377
ER  - 

TY  - JOUR
AN  - 00783748
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Brown, L L
AU  - Federal Highway Administration
TI  - MUTCD--THE MILLENNIUM EDITION
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 43
AB  - The Federal Highway Administration's (FHWA) Office of Transportation Operations is in the process of rewriting the Manual on Uniform Traffic Control Devices (MUTCD).  This manual contains the standards and guidance for the design and use of signs, pavement markings, traffic signals, and other traffic control devices.  The revisions will incorporate technological advances in the application of traffic control devices and make the manual more user-friendly.  In an effort to create more public awareness of MUTCD, FHWA is publishing the new edition in several formats:  traditional hard copy, CD-ROM, and Internet.
KW  - At grade intersections
KW  - Bicycle facilities
KW  - Light rail transit
KW  - Low volume roads
KW  - Manuals
KW  - Railroad grade crossings
KW  - Road markings
KW  - Rural highways
KW  - Schools
KW  - Technological innovations
KW  - Traffic control
KW  - Traffic control devices
KW  - Traffic signals
KW  - Traffic signs
KW  - U.S. Federal Highway Administration
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/mutcd.cfm
UR  - https://trid.trb.org/view/639370
ER  - 

TY  - JOUR
AN  - 00783759
JO  - ITE Journal
PB  - Institute of Transportation Engineers (ITE)
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - ETHICS
PY  - 2000/01
VL  - 70
IS  - 1
SP  - p. 26-28
AB  - For the past several years, a special task force of the Institute of Transportation Engineers (ITE), consisting of a diverse cross section of the ITE membership, has met and discussed ethical issues.  The task force also completed a survey of ITE members to determine how ethics is viewed and to cite examples of unethical practices.  This article presents the task force's findings and conclusions.  Eight examples of questionable engineering practices that have been experienced in the transportation engineering profession are discussed.
KW  - Ethics
KW  - Institute of Transportation Engineers
KW  - Surveys
KW  - Task
KW  - Transportation engineering
KW  - Transportation engineers
UR  - https://trid.trb.org/view/639381
ER  - 

TY  - JOUR
AN  - 00783744
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Smallen, D
AU  - Federal Highway Administration
TI  - DOT'S VISION FOR TRANSPORTATION RESEARCH
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 19-25
AB  - With an eye on the transportation system of the mid-21st century, the leadership of the U.S. Department of Transportation (DOT) has an new vision of the way research programs in the department will work.  More and more, the surface and maritime programs in DOT are being tied to the strategic goals for the nation's transportation system:  safety, mobility, human and natural environment, economic growth and trade, and national security. The new approach to research emphasizes cooperation, information-sharing, and development of formal research agendas among the agencies within DOT and across the entire government. It promotes partnerships with state and local governments, academia, and the private sector to accelerate the transformation of new technology, concepts, and ideas into better transportation systems, processes, and services quicker and more cost effectively.  It also reflects an added sophistication in research decision-making and program formulation.  The new vision for transportation innovation was first laid out in 1997 by the National Science and Technology Council's Committee on Transportation Research and Development.  In May 1999, a broader National Transportation Science and Technology Strategy was released.  Both strategies used a four-tiered approach to transportation science and technology as the framework for the innovation process.  The first tier is the strategic planning, policy research, and other activities to ensure that all transportation innovation, research, and education activities support the national transportation goals.  The second tier represents strategic public-private partnership initiatives that address recognized national needs; have a technology focus; and, if successful, could rely on existing market forces and the private sector for implementation.  The third tier is enabling research, while the fourth tier is transportation education and training.
KW  - Cooperation
KW  - Decision making
KW  - Education and training
KW  - Information dissemination
KW  - Interagency relations
KW  - Public private partnerships
KW  - Research
KW  - Research management
KW  - Research projects
KW  - Strategic planning
KW  - Technological innovations
KW  - Technology
KW  - Transportation
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/vision.cfm
UR  - https://trid.trb.org/view/639366
ER  - 

TY  - JOUR
AN  - 00783746
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hammontree, E
AU  - Barrows, R
AU  - ALLEN, B
AU  - Federal Highway Administration
TI  - WESTERN FEDERAL LANDS HIGHWAY DIVISION RESPONDS TO NORTHWEST EMERGENCIES
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 30-36
AB  - For more than 50 years, the Western Federal Lands Highway Division (WFLHD) has been assisting federal land management agencies with road and bridge design, environmental studies, and transportation planning.  The winters of 1996 and 1997 were quite unusual in their devastating effects to the Northwest.  In the Gifford-Pinchot National Forest alone, the area's roads and bridges sustained more than $25 million worth of damage during the floods of February 1996.  The damage was so great that a method of attacking all the projects and of meeting customer and public expectations had to be conceived. WFLHD's leadership formed the Emergency Relief for Federally Owned Roads Program (ERFO) Team with hopes of streamlining the work.  Specialists in such diverse fields as environmental clearance, geotechnical engineering, highway design, and hydraulic engineering were included on the team, which was tasked to respond to engineering requests and to deliver service as quickly and effectively as possible.  Developing timely and cost-effective solutions, even if they included approaches never tried before, was the primary goal of the team. Since 1995, eight separate disasters have resulted in more than 6,500 damaged sites that were approved for ERFO funding.  The total value of this repair work is $265 million.  WFLHD has completed 83 separate contracts with a combined value of $55 million.
KW  - Contract administration
KW  - Cost effectiveness
KW  - Deterioration by environmental action
KW  - Disaster relief
KW  - Emergencies
KW  - Emergency Relief for Federally Owned Roads Program
KW  - Flood damage
KW  - Government funding
KW  - Highway engineering
KW  - Highway maintenance
KW  - Northwestern United States
KW  - Project management
KW  - Rain
KW  - Repairing
KW  - Service delivery
KW  - Weather
KW  - Western Federal Lands Highway Division
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/efro.cfm
UR  - https://trid.trb.org/view/639368
ER  - 

TY  - JOUR
AN  - 00783761
JO  - ITE Journal
PB  - Institute of Transportation Engineers (ITE)
AU  - Carson, J L
AU  - Harry, S R
AU  - Carroll, R W
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - UNDERSTANDING TRAVELER PERCEPTIONS RELATED TO NORTHERN CALIFORNIA/SOUTHERN OREGON CORRIDOR CHALLENGES: A FIRST STEP IN DEPLOYING ADVANCED TRAVELER INFORMATION SYSTEMS IN RURAL AREAS
PY  - 2000/01
VL  - 70
IS  - 1
SP  - p. 40-44
AB  - As part of the Northern California/Southern Oregon Rural Intelligent Transportation Systems (ITS) Area-wide Travel and Safety Improvement Program (COATS), a traveler-needs survey was conducted.  The anterior objective of the traveler-needs survey was to understand travel challenges, such as slow-moving vehicles or animals in the roadway, specific to northern California and southern Oregon as perceived by the rural traveler.  Posterior objectives were to determine what information the rural traveler needs and wants, the medium through which information would be presented to the traveler, and where the traveler would want this information presented.  The top eight concerns of the 1,040 general traveler respondents when traveling throughout the Northern California/Southern Oregon corridor, in order of importance, were passing trucks and other heavy vehicles; road conditions like ice, snow, rain, or fog; driving through construction zones; debris, objects, or animals on the road; driving on hills or curves; encountering slow-moving vehicles; lack of information from signs along the road; and running off the road.  Regional data such as this can be used by the California and Oregon Departments of Transportation and other agencies to deploy a successful advanced traveler information system, providing a safer, more enjoyable driving experience to travelers in the region.
KW  - Advanced traveler information systems
KW  - Animals
KW  - Attitudes
KW  - Heavy vehicles
KW  - Highway curves
KW  - Hills
KW  - Information display systems
KW  - Needs assessment
KW  - Northern California
KW  - Passing
KW  - Ran off road crashes
KW  - Rural areas
KW  - Slow moving vehicles
KW  - Southern Oregon
KW  - Surveys
KW  - Traffic signs
KW  - Transportation corridors
KW  - Travelers
KW  - Trucks
KW  - Weather conditions
KW  - Work zones
UR  - https://trid.trb.org/view/639383
ER  - 

TY  - JOUR
AN  - 00783763
JO  - ITE Journal
PB  - Institute of Transportation Engineers (ITE)
AU  - Bretherton, W Martin
AU  - Edwards, V
AU  - Miao, J
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - THE ECONOMIC IMPACT OF SPEED HUMPS ON HOUSING VALUES
PY  - 2000/01
VL  - 70
IS  - 1
SP  - p. 50-54
AB  - This study examined whether installing speed humps causes a change in the market value of residential housing.  Eighteen neighborhoods in Gwinnett County, Georgia, that had been treated with speed humps prior to 1996 were identified, and for each of these a comparison neighborhood was found that matched four variables:  price range, housing style, year built, and school district.  Sales data were collected for these 36 neighborhoods. Eight test locations and their corresponding comparison location were dropped because too few sales transactions had taken place since the speed humps were installed.  As expected, in all cases, the housing value increased.  The effect of speed humps on the real-estate value was assessed using the linear-regression method.  Results revealed that the effect of speed humps on the real-estate value was fairly random and insignificant.
KW  - Dwellings
KW  - Economic impacts
KW  - Gwinnett County (Georgia)
KW  - Market value
KW  - Neighborhoods
KW  - Prices
KW  - Regression analysis
KW  - Residential areas
KW  - Speed control humps
KW  - Traffic calming
UR  - http://www.ite.org/traffic/documents/JAB00A50.pdf
UR  - https://trid.trb.org/view/639385
ER  - 

TY  - JOUR
AN  - 00783742
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Arnold, J A
AU  - Persaud, R
AU  - Smallen, D
AU  - Federal Highway Administration
TI  - A MORE PRECISE SENSE OF WHERE WE ARE
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 7-13
AB  - The Nationwide Differential Global Positioning System (NDGPS) will be operational across the country by 2002 and will refine and improve the ability of the existing GPS technology to provide real-time location information.  NDGPS will, for the first time, provide a valuable resource for many surface transportation applications, especially intelligent transportation systems (ITS), that require accuracy more precise than can be provided by the existing system.  NDGPS is an example of how different federal agencies with different needs and goals can work together to deploy a new technology with widespread benefits.  It also demonstrates how the conversion of technology and facilities from military to civilian use can benefit both parties.  Three federal departments, led by the Department of Transportation, will construct and implement NDGPS by taking over the decommissioned U.S. Air Force Ground Wave Emergency Network and expanding an existing U.S. Coast Guard differential GPS.  ITS applications that will benefit from NDGPS include navigation and route guidance; the management of fleets of vehicles, such as trucks, public transit buses, emergency vehicles, snowplows, and maintenance equipment; emergency notification or mayday services; roadway maintenance; and intelligent vehicle infrastructure. NDGPS can also be a valuable tool for mapping roads and infrastructure.  One of the most widely used applications by transportation agencies is the integration of DGPS with the geographic information system (GIS).  An example is the use of DGPS to monitor dangerous sections of highway by mapping accident statistics on a GIS map.
KW  - Communication systems
KW  - Cooperation
KW  - Emergencies
KW  - Federal government agencies
KW  - Fleet management
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Highway maintenance
KW  - Intelligent transportation systems
KW  - Interagency relations
KW  - Mapping
KW  - Military facilities
KW  - Monitoring
KW  - Navigation
KW  - Route guidance
KW  - Technological innovations
KW  - Transportation
KW  - U.S. Department of Transportation
KW  - United States
KW  - United States Air Force
KW  - United States Coast Guard
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/ndgps.cfm
UR  - https://trid.trb.org/view/639364
ER  - 

TY  - JOUR
AN  - 00783741
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Monk, C A
AU  - Moyer, J
AU  - Federal Highway Administration
TI  - THE CUSTOMER-DRIVEN DEVELOPMENT OF HUMAN FACTORS DESIGN GUIDELINES
PY  - 2000/01
VL  - 63
IS  - 4
SP  - p. 2-6
AB  - The Federal Highway Administration undertook a 6-year research program focused on issues related to invehicle information displays in order to provide design assistance to advanced invehicle systems engineers.  The resulting product is the recently published "Human Factors Design Guidelines for Advanced Traveler Information Systems (ATIS) and Commercial Vehicle Operations (CVO)."  The goal was to provide designers with key research-based guidelines that will reduce the level of distraction the driver experiences by using invehicle devices while operating a vehicle.  Not only are these guidelines intended for new technologies in cars and light trucks, but there is a chapter dedicated to the specific needs of commercial truck drivers and to the kinds of information present in their cabs. This article describes how the guidelines are customer-driven and, therefore, are useful for designers. Examples of issues faced by invehicle system designers are presented along with the solutions provided by the guidelines to demonstrate their effectiveness and relevance.
KW  - Advanced traveler information systems
KW  - Automobiles
KW  - Commercial vehicle operations
KW  - Customers
KW  - Design practices
KW  - Design standards
KW  - Distraction
KW  - Drivers
KW  - Guidelines
KW  - Human factors
KW  - In vehicle sensors
KW  - Needs assessment
KW  - Systems engineering
KW  - Trucks
KW  - Vehicle design
UR  - http://www.fhwa.dot.gov/publications/publicroads/00jan/monk.cfm
UR  - https://trid.trb.org/view/639363
ER  - 

TY  - RPRT
AN  - 00784531
AU  - Ardani, A
AU  - Outcalt, S
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - PCCP TEXTURING METHODS. PROJECT IR(CX)070-4(153)
PY  - 2000/01
SP  - 84 p.
AB  - This report presents a 5-year evaluation and construction details of nine test sections with varying textural characteristics.  Included in the report is an overview of the methodologies used to texture concrete pavement surfaces and a discussion of frictional attributes of various textures at different speeds and their impact on noise properties.  Also included in the report are descriptions of texture-measuring devices and texture-installing equipment, a description of the state-of-the-art equipment used to acquire sound pressure levels, plus a thorough discussion of data acquisition/analysis. Frictional characteristics of the individual test sections were evaluated using the ASTM E 274 skid testing procedure. Ribbed-tire and smooth-tire friction tests were conducted to acquire skid numbers at three different speeds of 40, 50, and 65 mph (64, 80, and 105 km/h).  To examine the noise properties of the test sections, noise measurements were acquired to acoustically assess the impact of various surface textures at three different locations:  inside the test vehicle; 25 ft (7.6 m) from the center line [3 ft (0.9 m) away from the right shoulder); and near the right rear tire of the test vehicle, away from the exhaust pipe.
KW  - Concrete pavements
KW  - Construction
KW  - Construction equipment
KW  - Data collection
KW  - Friction
KW  - Friction tests
KW  - Measuring instruments
KW  - Noise
KW  - Skid resistance tests
KW  - Speed
KW  - Surface course (Pavements)
KW  - Test sections
KW  - Texture
UR  - http://ntl.bts.gov/lib/16000/16000/16082/PB2000102458.pdf
UR  - https://trid.trb.org/view/636982
ER  - 

TY  - CONF
AN  - 01354545
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Booz, Allen and Hamilton, Incorporated
TI  - Summary of Proceedings of the National Workshop on Commonly Recognized Measures for Maintenance, Scottsdale, Arizona, June 5-7, 2000
PY  - 2000
SP  - v.p.
AB  - Representatives from 25 states and 18 consulting/vendor organizations participated in a National Workshop on Commonly Recognized Measures for Maintenance, June 5-7, 200, in Scottsdale, Arizona.  The workshop participants began to define common measures for six maintenance elements: Roadway Surfaces; Signs, Striping, and Markers; Shoulders and Roadsides; Safety Features and Appurtenances; Roadway Drainage; and Ice and Snow Control.  Previously, the AASHTO Bridge subcommittee had adopted Commonly Recognized (CoRe) Elements and condition ratings for bridges.  The primary objectives of the workshop were for state departments of transportation to accomplish the following: 1. Reach consensus regarding an initial set of common measures that would reflect the outcomes of maintenance work and customers' experiences from the delivery of maintenance products and services; 2. Agree to a plan to gain widespread acceptance for these measures; and 3. Agree to a plan to periodically update these measures.
U1  - National Workshop on Commonly Recognized Measures for MaintenanceFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Scottsdale,AZ StartDate:20000605 EndDate:20000607 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO)
KW  - Drainage
KW  - Highway maintenance
KW  - Highway safety
KW  - Road markings
KW  - Road shoulders
KW  - Roadside
KW  - Signs
KW  - Snow and ice control
KW  - Striping
KW  - Surface course (Pavements)
UR  - https://trid.trb.org/view/1119052
ER  - 

TY  - CONF
AN  - 01166514
AU  - Watanabe, Fumio
AU  - Precast/Prestressed Concrete Institute
TI  - Seismic Design for Prefabricated and Prestressed Concrete Moment Resisting Frames
SN  - 0937040657
PY  - 2000
SP  - pp 820-829
AB  - Reinforced concrete moment resisting frames incorporating precast units have been constructed that attempt to emulate seismic performances of cast-in-place monolithic structures.  In this paper emulation design method for precast reinforced concrete frames is discussed where classification, typical detailing and required performance of joints or connections are also reviewed.  On the other hand prestressed concrete moment resisting frames are being constructed in seismic regions.  The key to seismic design of these structures is how to properly evaluate the earthquake-resistant performance of a frame consisting of prestressed and/or partially prestressed concrete members with specific structural behavior.  In this paper design method for prestressed concrete moment resisting frames is reviewed both for monolithic constructions and constructions incorporating precast units by post tensioning.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Design methods
KW  - Earthquake resistant design
KW  - Joints (Engineering)
KW  - Moment resisting frames
KW  - Precast concrete
KW  - Prefabricated bridges
KW  - Prefabricated structures
KW  - Prestressed concrete
KW  - Reinforced concrete
KW  - Structural connection
UR  - https://trid.trb.org/view/927121
ER  - 

TY  - CONF
AN  - 01166513
AU  - Walraven, J C
AU  - Precast/Prestressed Concrete Institute
TI  - High Performance Concrete: FIB-Approach to Codification
SN  - 0937040657
PY  - 2000
SP  - pp 785-792
AB  - From about 1990 substantial research has been carried out in the field of high strength concrete(HSC).  Since high strength/high performance concretes offered attractive possibilities for applications, there was a need to extend existing codes to higher concrete strength classes.  Extension proposals have been given for the CEB/FIP Model Code 1990 for concrete structures.  Simultaneously areas of potential weakness have been traced.  HSC is not synonymous to HPC (high performance concrete).  HPC can be any concrete with a particular favorable property.  Examples of HPC in a wider sense are self compacting concrete, high strength fiber concrete, self compacting fiber concrete, concrete with high fire resistance and ultra high strength concrete.  In this paper, a short survey is given about what has been reached in the field of codification and application up to now.  Furthermore, some new developments in HPC are highlighted.  Also discussed are which demands should be imposed on future codes in order to be able to fully profit from the favorable properties of those improved concretes.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete bridges
KW  - Concrete structures
KW  - Fiber reinforced concrete
KW  - Fire resistance
KW  - High performance concrete
KW  - High strength concrete
KW  - Self compacting concrete
KW  - Specifications
KW  - Ultra high strength concrete
UR  - https://trid.trb.org/view/927117
ER  - 

TY  - CONF
AN  - 01166512
AU  - Sheikhizadeh, Mohammad
AU  - Lwin, Myint
AU  - Khaleghi, Bijan
AU  - Precast/Prestressed Concrete Institute
TI  - Deflection of Prestressed Concrete Bridge Girders Made with High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 731-740
AB  - The recent use of High Performance Concrete (HPC) in fabrication and construction of prestressed girder bridges allows engineers to design economical bridges with longer span lengths, shallower girders and increased girder spacing.  This paper discusses the time dependent deflection of concrete bridges using the proposed refined method, Prestressed Concrete Institute (PCI) multipliers, and the modified Washington State Department of Transportation (WSDOT) multipliers.  The proposed refined method and multipliers are based on the WSDOT creep equation for estimating time-dependent deflections of composite and non-composite girders using both conventional and high performance concrete.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge design
KW  - Creep
KW  - Deflection
KW  - Equations
KW  - Girders
KW  - High performance concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/927102
ER  - 

TY  - CONF
AN  - 01166511
AU  - Roller, John J
AU  - Hassett, Bryan M
AU  - Bruce, Robert N
AU  - Precast/Prestressed Concrete Institute
TI  - Evaluation of High Performance Concrete in Louisiana's First HPC Bridge
SN  - 0937040657
PY  - 2000
SP  - pp 707-718
AB  - The Charenton Canal Bridge is a 11.3-m (365-ft) long structure made up of five 22.3-m (73-ft) spans, each incorporating five AASHTO Type III girders at 3.1-m (10-ft) spacing.  High-performance concrete (HPC) with a design compressive strength of 68.9 MPa (10,000 psi) was used in the precast concrete piles and girders of the structure.  Conventional strength HPC was used in the cast-in-place pile caps, approach slabs, bridge deck slab, barrier rail and wing walls.  One of the five spans of this bridge was instrumented and monitored to measure and evaluate both early-age and long-term performance.  In addition to the instrumentation and monitoring of the bridge superstructure, a concrete material testing program was also conducted.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge approach slabs
KW  - Bridge decks
KW  - Bridge railings
KW  - Bridge superstructures
KW  - Compressive strength
KW  - Concrete bridges
KW  - Girders
KW  - High performance concrete
KW  - Instrumentation
KW  - Louisiana
KW  - Materials tests
KW  - Monitoring
KW  - Pile caps
KW  - Piles (Supports)
KW  - Precast concrete
KW  - Wingwalls
UR  - https://trid.trb.org/view/927072
ER  - 

TY  - CONF
AN  - 01166510
AU  - Ozyildirim, Celik
AU  - Gomez, Jose
AU  - Precast/Prestressed Concrete Institute
TI  - HPC in Virginia's Bridge Structures
SN  - 0937040657
PY  - 2000
SP  - pp 741-750
AB  - The Virginia Department of Transportation (VDOT) is in the forefront of using high performance concrete (HPC) in bridges.  As of August 1999, a total of 76 bridges were in the HPC program, either built, under construction, or in the design phase.  These bridges have at least one of the two features of HPC, i.e., high strength or low permeability.  The use of high-strength and low-permeability concretes in bridge structures is expected to yield initial cost savings and long-lasting structures with minimal maintenance, resulting in large cost savings over the life of the structure.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge design
KW  - Concrete bridges
KW  - Cost effectiveness
KW  - Durability
KW  - High performance concrete
KW  - High strength concrete
KW  - Low permeability
KW  - Permeability
KW  - Virginia
UR  - https://trid.trb.org/view/927105
ER  - 

TY  - CONF
AN  - 01166509
AU  - Matsumoto, Eric E
AU  - Kreger, Michael E
AU  - Waggoner, Mark C
AU  - Sumen, Guclu
AU  - Precast/Prestressed Concrete Institute
TI  - Preliminary Results in the Development of a Precast Bent Cap System
SN  - 0937040657
PY  - 2000
SP  - pp 719-730
AB  - This paper introduces preliminary results of a three-phase experimental research program conducted at Ferguson Structural Engineering Laboratory, entitled "Design and Detailing of a Precast Bent Cap System."  Select grout pocket, grouted vertical duct, and bolted connection details developed by a team of industry consultants, Texas Department of Transportation engineers and University of Texas researchers are presented.  Representative test results of connection performance are discussed.  Results include behavior and failure modes for grout pocket pullout tests, performance of a full-scale bent cap-to-column grouted vertical duct connection, and construction of two bents at a contractor yard.  Connection details developed through the research program were found to be viable alternatives for implementation.  Design recommendations including equations for connector anchorage, a design methodology, and a precast specification will be presented in future publications.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bents
KW  - Bolted connections
KW  - Grouting
KW  - Precast concrete
KW  - Pullout tests
KW  - Vertical ducts
UR  - https://trid.trb.org/view/927077
ER  - 

TY  - CONF
AN  - 01166508
AU  - Van Acker, Arnold
AU  - Precast/Prestressed Concrete Institute
TI  - FIB's Approach to High Performance Concrete Structures: Precast Concrete for Buildings
SN  - 0937040657
PY  - 2000
SP  - pp 775-784
AB  - High performance concrete is currently being applied in precast concrete, especially for vertical load-bearing structures.  The main reasons are structural efficiency and better competition with steel structures.  The best advantages are achieved for vertical components, especially load-bearing columns.  For horizontal elements, the profit depends much on the type of application.  Self-compacting concrete also enables the reaching of  high compressive strengths.  In addition, it offers attractive opportunities for increased productivity and a better working environment.  Finally, ultra-high strength concrete is getting increased interest from the European precast concrete industry.  The applications are, however, mostly still at the experimental stage.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - Europe
KW  - High performance concrete
KW  - Precast concrete
KW  - Self compacting concrete
KW  - Structures
KW  - Ultra high strength concrete
UR  - https://trid.trb.org/view/927114
ER  - 

TY  - CONF
AN  - 01166507
AU  - Roberts-Wollmann, Carin L
AU  - Cousins, Tommy
AU  - Gomez, Jose
AU  - Ozyildirim, Celik
AU  - Precast/Prestressed Concrete Institute
TI  - Use of High Performance Concrete in a Bridge Structure in Virginia
SN  - 0937040657
PY  - 2000
SP  - pp 687-696
AB  - This paper summarizes current work on the High Performance Concrete (HPC) Virginia Department of Transportation bridge in Richlands, Virginia.  It focuses on the instrumentation plan to monitor the performance of the HPC prestressed bridge girders.  This structure has two 22.6-m (74.2-ft) spans, designed to be continuous for live load and has high strength, low permeability concrete in all its components.  The prestressed beams were designed with a concrete strength of 69 MPa (10,000 psi) and 11 mm (0.6 in.) prestressing strands, at a 51 mm (2 in.) spacing.  Selected beams were instrumented to monitor internal concrete temperatures, internal concrete strains, long term deflections, strand transfer length, and strand end slip.  Results from the instrumentation recorded during the first two years of service will be compared to code equations for transfer length and prestress losses.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - Deflection
KW  - Girders
KW  - High performance concrete
KW  - Highway bridges
KW  - Monitoring
KW  - Prestress loss
KW  - Prestressed concrete
KW  - Prestressing strands
KW  - Strain (Mechanics)
KW  - Strand end slip
KW  - Temperature
KW  - Transfer length
KW  - Virginia
UR  - https://trid.trb.org/view/926132
ER  - 

TY  - CONF
AN  - 01166506
AU  - Rostam, Steen
AU  - Precast/Prestressed Concrete Institute
TI  - Future Concrete Structures - Service Life Design Becoming a Must
SN  - 0937040657
PY  - 2000
SP  - pp 793-809
AB  - The generally accepted aim of a design is "to achieve an acceptable probability that the structure being designed will perform satisfactorily during its intended life."  This is adequately achieved through today's structural design.  When it comes to durability design the situation is entirely different.  It seems to be acceptable without question to use grossly over-simplified approaches such as "rules-of-thumb" and recommendations from suppliers' data sheets.  Recent advances in research on the structure-environment interaction are changing this situation.  Work with FIB and its parent organizations over the past several years has paved the way for a more rational approach to design for durability and service life.  In addition, specific research has successfully adapted the reliability based load-and-resistance-factor-design methodology used in structural design to be used also for service life design.  The rationale of a reliability based service life calculation with quantified level of reliability is now a reality and is already being applied for major European structures like bridges, and is now being specified as design basis for major tunnel construction works.  This seems to be the breakthrough for concrete structures to regain their good reputation, and FIB Commission 5 is currently focusing on further developing the rationale and the data documentation for such reliability based service life design of concrete structures, which seems to become a must for the future.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete bridges
KW  - Concrete structures
KW  - Durability
KW  - Load and resistance factor design
KW  - Reliability-based design
KW  - Service life
KW  - Structural design
KW  - Tunnels
UR  - https://trid.trb.org/view/927118
ER  - 

TY  - CONF
AN  - 01166505
AU  - Thibaux, Thierry
AU  - Hajar, Ziad
AU  - Precast/Prestressed Concrete Institute
TI  - Use of Very High Performance Concrete on Site
SN  - 0937040657
PY  - 2000
SP  - pp 751-761
AB  - The erection of the exhaust cooling tower of French CIVAUX nuclear power plant has given the opportunity to test the use of B.S.I. (Beton Special Industriel) 150 Mpa (21.755 ksi) concrete, cast under on-site conditions.  This experimentation has shown the feasibility of building very high performance concrete (VHPC) structures on site using conventional processes and methods.  Four beams, 14 m long, supporting a heat exchanger, were cast without vibration.  This VHPC is used as a structural component without either conventional reinforcing steel or prestressing tendons.  A full scale test with deflection measurements has confirmed its excellent behaviour.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Beams
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Deflection tests
KW  - France
KW  - High performance concrete
KW  - Very high performance concrete
UR  - https://trid.trb.org/view/927106
ER  - 

TY  - CONF
AN  - 01166504
AU  - Russell, Henry G.
AU  - Fossier, Paul B
AU  - Precast/Prestressed Concrete Institute
TI  - Design and Construction of the Charenton Canal Bridge, Charenton, Louisiana
SN  - 0937040657
PY  - 2000
SP  - pp 697-706
AB  - In 1999, the State of Louisiana completed construction of its first bridge using high performance concrete (HPC) for both the superstructure and the substructure.  In this prototype bridge, high strength concrete was used in the prestressed concrete piles and girders.  HPC was used in the pile caps, approach slabs, bridge deck, barrier rails, and wing walls.  New specifications were developed for use with HPC.  This paper contains a description of the design and construction of the bridge including the special provisions used for the HPC, mix proportions, and results achieved in construction.  The successful construction of the bridge demonstrated that an HPC bridge can be designed and built in the State of Louisiana using local materials.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge approaches
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge railings
KW  - Charenton (Louisiana)
KW  - Girders
KW  - High performance concrete
KW  - Local materials
KW  - Mix design
KW  - Pile caps
KW  - Piles (Supports)
KW  - Prestressed concrete
KW  - Specifications
KW  - Wingwalls
UR  - https://trid.trb.org/view/926133
ER  - 

TY  - CONF
AN  - 01166503
AU  - Van Bogaert, Philippe
AU  - Precast/Prestressed Concrete Institute
TI  - The Construction of the Lot Overpass for High-Speed Line with Steel Truss Elements and High Strength Concrete Girders
SN  - 0937040657
PY  - 2000
SP  - pp 762-771
AB  - The railway overpass at Lot was built for the crossing of the high-speed railway line from Brussels to Paris over domestic tracks.  The superstructure is an assembled mixed structure, consisting of two main composite girders equipped with an intermediate reinforced concrete deck plate with transverse stiffening ribs.  Steel truss elements were subsequently bolted to the upper flanges of the composite girders.  The completed girders were transported from workshops to the building site by train.  For fixing the truss elements to the precast girders, geometric compatibility between both components had to be achieved.  The deformation of the composite girders could be predicted within certain limits.  Due to the use of high performance concrete, the time factor appeared almost insignificant.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Composite structures
KW  - Girders
KW  - High performance concrete
KW  - High speed rail
KW  - Lot (Belgium)
KW  - Overpasses
KW  - Railroad bridges
KW  - Steel
KW  - Truss bridges
KW  - Trusses
UR  - https://trid.trb.org/view/927112
ER  - 

TY  - CONF
AN  - 01166502
AU  - Moksnes, Jan
AU  - Precast/Prestressed Concrete Institute
TI  - Applications of High Performance Concrete in Norway
SN  - 0937040657
PY  - 2000
SP  - pp 810-819
AB  - When oil and gas were discovered in the North Sea in the 1970s, Norway became an arena for the development of high performance concrete (HPC) for offshore applications and a number of very large concrete offshore structures were designed, built and installed in the era lasting from 1971 to 1995.  The developments in the offshore industry gradually spread to other areas.  HPC with a wide range of properties is now commonly applied to other marine structures, buildings, and bridges as well as pavements and prefabricated units.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete bridges
KW  - Concrete pavements
KW  - Concrete structures
KW  - High performance concrete
KW  - Marine structures
KW  - Norway
KW  - Offshore structures
KW  - Prefabricated bridges
KW  - Prefabricated structures
UR  - https://trid.trb.org/view/927120
ER  - 

TY  - CONF
AN  - 01166501
AU  - Li, Degang
AU  - Chajes, Michael
AU  - Shenton, Harry
AU  - Richardson, Daniel
AU  - Wenczel, Gary
AU  - Soneji, Jiten
AU  - Folliard, Kevin
AU  - Precast/Prestressed Concrete Institute
TI  - Delaware's High Performance Concrete Bridge Showcase: A Case Study
SN  - 0937040657
PY  - 2000
SP  - pp 677-686
AB  - A team of researchers consisting of faculty from the University of Delaware and the University of Texas are working with engineers at the Delaware Department of Transportation to evaluate the performance of a new High Performance Concrete (HPC) bridge.  Both the performance of the HPC itself and the performance of the constructed bridge are being studied.  Material testing of the concrete being used will allow important properties to be evaluated.  By embedding a variety of sensor systems within several of the beams during construction, both short- and long-term behavior will also be monitored.  The sensors being used include a variety of vibrating wire strain gages, thermocouples, and novel corrosion detection systems.  The paper provides an overview of this showcase project and highlights the results of the material testing program to date.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Beams
KW  - Bridge design
KW  - Case studies
KW  - Corrosion
KW  - Delaware
KW  - Detectors
KW  - High performance concrete
KW  - Materials tests
KW  - Properties of materials
KW  - Sensors
KW  - Strain gages
KW  - Structural behavior
KW  - Thermocouples
UR  - https://trid.trb.org/view/926131
ER  - 

TY  - CONF
AN  - 01165580
AU  - Saliba, Joseph E
AU  - Tomley, David
AU  - Precast/Prestressed Concrete Institute
TI  - Design Optimization High Performance Concrete of AASHTO Precast Prestressed Bridge I-Beams
SN  - 0937040657
PY  - 2000
SP  - pp 517-524
AB  - The study shows that stretched-out design parameters consisting of modified sections, material variations, and design optimization increase the standard American Association of State Highway and Transportation Officials (AASHTO) precast prestressed high performance concrete bridge I-beam span capabilities by nearly 40%.  The state departments of transportation are using the modified sections, material variations, and design optimization parameters to enhance and increase the span capabilities of the AASHTO I-beams.  This study provides practical design considerations and a summary of simple span capabilities for the above parameters when used in conjunction with bridge typical sections.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge design
KW  - High performance concrete
KW  - I beams
KW  - Optimization
KW  - Precast concrete
KW  - Prestressed concrete
KW  - State departments of transportation
UR  - https://trid.trb.org/view/926006
ER  - 

TY  - CONF
AN  - 01165579
AU  - Steinberg, Eric
AU  - Chen, Chien-Hung
AU  - Precast/Prestressed Concrete Institute
TI  - Structural Reliability Analyses of the Flexural Capacity of HPC Bridge Girders
SN  - 0937040657
PY  - 2000
SP  - pp 645-653
AB  - All structural materials have mechanical properties that are variable.  The variability is caused by manufacturing processes and the variability of the components used to create the structural material.  High Performance Concrete (HPC) is no exception.  However, the quality control of the mix design, mix procedures, and the curing process of HPC in the precast/prestressed concrete industry should reduce the inherent material variability and provide more consistent mechanical properties.  In the design process, material variability is accounted for through the use of resistance factors.  Future design criteria may have to recognize the reduced variability of HPC through the use of refined resistance factors.  One method to analyze the effect of material variability in design is through the use of structural reliability analyses.  This paper discusses the use of structural reliability analyses to evaluate the reliability index for flexure of HPC bridge girders.  The analyses use statistical data from HPC bridge projects and account for variability in the material properties, dimensional properties, analytical assumptions and loading.  Analyses are performed utilizing AASHTO Standard Specifications for Highway Bridges and AASHTO LRFD Bridge Design Specifications.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - AASHTO LRFD Bridge Design Specifications
KW  - AASHTO Standard Specifications for Highway Bridges
KW  - Concrete curing
KW  - Flexural capacity
KW  - Girders
KW  - High performance concrete
KW  - Load and resistance factor design
KW  - Mechanical properties
KW  - Mix design
KW  - Quality control
KW  - Structural reliability analysis
UR  - https://trid.trb.org/view/926128
ER  - 

TY  - CONF
AN  - 01165578
AU  - Malone, Brian J
AU  - Ramirez, Julio A
AU  - Precast/Prestressed Concrete Institute
TI  - Shear Strength of High Strength Lightweight Prestressed Concrete Beams
SN  - 0937040657
PY  - 2000
SP  - pp 635-644
AB  - An experimental investigation was conducted to study the ultimate shear strength of high-strength lightweight reinforced and prestressed concrete beams.  In this paper, only the results of the prestressed concrete members are reported.  The experimental variables were the concrete compressive strength and amount of web reinforcement.  Two specimens contained no web reinforcement and two specimens contained minimum web reinforcement according to the AASHTO LRFD Bridge Design Specifications.  Measured shear capacities were compared with shear capacities calculated according to the AASHTO LRFD Bridge Design Specifications and ACI 318-95 Building Code.  The tests have shown that the two code-based methods produced conservative estimates of shear strength for the variables studied.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - AASHTO LRFD Bridge Design Specifications
KW  - American Concrete Institute Building Code (1995)
KW  - Beams
KW  - Compressive strength
KW  - High strength concrete
KW  - Lightweight concrete
KW  - Prestressed concrete
KW  - Shear strength
KW  - Web reinforcement
UR  - https://trid.trb.org/view/926127
ER  - 

TY  - CONF
AN  - 01165577
AU  - Al-Omaishi, Nabil
AU  - Tadros, Maher K
AU  - Precast/Prestressed Concrete Institute
TI  - Composite Action of Flexural Members Made with High Strength Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 473-483
AB  - The present ACI 318-99 Building Code provisions for designing a prestressed concrete flexural member is inconsistent with the design methods used for non-prestressed concrete and structural steel members.  The main difference is the use of allowable stress design (ASD) method for designing prestressed concrete flexural members.  But since this method provides no information about the actual strength and safety of the structure, flexural strength has to be computed too.  The main objective of this paper is to demonstrate through the use of strain compatibility that setting an allowable compressive stress of 0.60 at full service loads and effective prestress is unjustified and should, therefore, be removed as a design requirement.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Allowable stress design
KW  - American Concrete Institute Building Code (1995)
KW  - Bridge members
KW  - Composite action
KW  - Compressive stress
KW  - Design methods
KW  - Flexural members
KW  - Flexural strength
KW  - High strength concrete
KW  - Prestressed concrete
KW  - Service loads
UR  - https://trid.trb.org/view/926002
ER  - 

TY  - CONF
AN  - 01165576
AU  - Sarker, Prabir Kumar
AU  - Rangan, B Vijaya
AU  - Precast/Prestressed Concrete Institute
TI  - High Performance Concrete Columns Subjected to Single or Double Curvature Bending
SN  - 0937040657
PY  - 2000
SP  - pp 525-534
AB  - This paper presents the test results of eighteen High Performance High Strength Concrete (HPHSC) columns subjected to either single or double curvature bending.  Column specimens were tested for both equal and unequal load eccentricities at the ends.  The columns with load eccentricities on the same side of the column axis bent in a single curvature mode and those with eccentricities on opposite sides of the axis bent in a double curvature mode.  An analytical procedure to predict the behavior and the strength of columns is also briefly described.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bending
KW  - Columns
KW  - Curvature
KW  - Eccentricity
KW  - High performance concrete
KW  - High strength concrete
UR  - https://trid.trb.org/view/926007
ER  - 

TY  - CONF
AN  - 01165575
AU  - Ma, Zhongguo (John)
AU  - Precast/Prestressed Concrete Institute
TI  - Maximum Usable Concrete Strength Levels of Bridge I-Girders
SN  - 0937040657
PY  - 2000
SP  - pp 506-516
AB  - Based on a parametric study of 700 simple and two-span example bridges built with pretensioned NU and Bulb-Tee I-girders, the following observations are made:  (1) Working stress design procedure does not control design when concrete strength reaches a certain level; (2) If maximum shear reinforcement limit is expressed as a function of concrete strength, as the case in AASHTO LRFD Specifications, then the required shear reinforcement limit is inversely proportional to concrete strength; (3) It is possible to use strength design procedure alone for the design of high strength concrete (HSC) girders; and (4) Maximum usable concrete strength levels are dependent upon the prestressing force introduced.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Compressive strength
KW  - Girder bridges
KW  - High strength concrete
KW  - I girders
KW  - Prestressing
KW  - Pretensioning
KW  - Shear reinforcement
KW  - Working stress design
UR  - https://trid.trb.org/view/926005
ER  - 

TY  - CONF
AN  - 01165574
AU  - Hegger, Josef
AU  - Gortz, Stephan
AU  - Precast/Prestressed Concrete Institute
TI  - Shear Cracking Behaviour of Prestressed Beams Made of High Strength Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 616-625
AB  - Four shear tests have been carried out on prestressed concrete beams made of high-strength concrete elements within the scope of a research project.  The entire range of shear forces (minimum shear reinforcement ratio through to strut failure) were investigated by varying the degree of stirrup reinforcement.  For comparison purposes, four similar experiments were then conducted on beams made of normal-strength concrete.  Because of the significance of this for the shear capacity, particular attention was paid to the cracking behaviour.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Beams
KW  - Cracking
KW  - High strength concrete
KW  - Prestressed concrete
KW  - Shear tests
KW  - Stirrups
UR  - https://trid.trb.org/view/926034
ER  - 

TY  - CONF
AN  - 01165573
AU  - Barnes, Robert W
AU  - Burns, Ned H
AU  - Precast/Prestressed Concrete Institute
TI  - Anchorage Behavior of 15.2 mm (0.6 in.) Prestressing Strand in High Strength Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 484-493
AB  - Use of 15.2 mm (0.6 in.) diameter strand with a 50 mm (2 in.) spacing allows efficient utilization of high strength concrete (HSC) in pretensioned bridge girders.  Because current code provisions concerning anchorage behavior are the result of research performed on materials used prior to the advent of HSC and 15.2 mm strand, evaluation of the effects of larger strand size and higher strength concrete is important.  Results from a research study investigating the anchorage behavior of plant-cast AASHTO I-beams are presented.  The influence of strand surface condition, method of prestress release, time, and concrete strengths ranging from 38 to 98 MPa (5500 to 14,000 psi) is discussed.  The validity of applying current code provisions to members constructed with 15.2 mm strand and HSC is assessed.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Anchorages
KW  - Girders
KW  - High strength concrete
KW  - I beams
KW  - Prestressing strands
KW  - Pretensioning
UR  - https://trid.trb.org/view/926003
ER  - 

TY  - CONF
AN  - 01165572
AU  - Ghosh, S K
AU  - Precast/Prestressed Concrete Institute
TI  - High Strength Concrete in ACI 318-99 and Ongoing Developments
SN  - 0937040657
PY  - 2000
SP  - pp 654-664
AB  - The latest edition of ACI 318 "Building Code Requirements for Structural Concrete" contains several provisions related specifically to high-strength concrete, that partly reflect insufficient knowledge concerning the shear (diagonal tension) strength of concrete and the bond between reinforcing steel and concrete in the ranges of very high concrete strength.  This paper details and discusses these provisions and indicates areas where changes in ACI 318 provisions may be needed to ensure continued satisfactory usage of high-strength concrete in non-seismic applications.  Seismic applications are essentially outside the scope of this paper.  The treatment of high-strength concrete in AASHTO Standard Specifications for Highway Bridges and AASHTO LRFD Bridge Design Specifications are also briefly discussed.  An FHWA high-performance concrete project currently getting underway is briefly discussed.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - AASHTO LRFD Bridge Design Specifications
KW  - AASHTO Standard Specifications for Highway Bridges
KW  - ACI 318
KW  - American Concrete Institute Building Code (1995)
KW  - Bond strength (Materials)
KW  - High performance concrete
KW  - High strength concrete
KW  - Reinforcing steel
KW  - Shear strength
UR  - https://trid.trb.org/view/926129
ER  - 

TY  - CONF
AN  - 01165571
AU  - Chakrabarti, P R
AU  - Mosallam, A S
AU  - Lau, E K
AU  - Precast/Prestressed Concrete Institute
TI  - Repair and Retrofit of High Strength Concrete Moment Connections Using High Performance Composites – Cyclic Loading
SN  - 0937040657
PY  - 2000
SP  - pp 561-571
AB  - The 1994 Northridge Earthquake caused serious damage in many places in Southern California.  Many people questioned the adequacy of the design codes and connection designs.  Since that earthquake, the engineers and builders of California have been looking for suitable methods for repairing and retrofitting structures - especially beam-column joints.  Various repair and retrofit methods have been in existence, but these methods are always very time consuming and in most cases they are very expensive.  Recently, the composite materials have been used for infrastructure and for repair and retrofit work.  The California Department of Transportation has retrofitted many bridge piers using composite jackets since 1993.  In this paper a new structural repair and retrofit concept of high-strength reinforced concrete beam-column joints with polymer composites is discussed.  In the first test series, six half-scale interior beam-column joint specimens were tested.  The performance of these test specimens is reported in this paper.  The specimens were repaired or retrofitted with composite materials.  The performance of polymer composites and adhesives is also reported.  The primary focus of this experimental work was on the low cyclic fatigue behavior of the joints.  The specimens were tested in a 2-D testing frame mounted with 50-kip-capacity actuators capable of creating suitable cyclic loads.  Initially two reinforced concrete beam-column specimens were tested.  These specimens were designated as control specimens.  One of these control specimens was repaired with E-glass/epoxy laminates and the other one was repaired with Carbon/epoxy laminates, and then these specimens were tested again.  Two other specimens were prepared and one of them was retrofitted with E-glass/epoxy laminates and the other one was retrofitted with Carbon/epoxy laminates before testing.  Load-deflection and moment-rotation hysteresis plots were developed.  Ultimate load, steel strain, and crack pattern were recorded.  Ultimate load capacity, stiffness and ductility of the repaired and retrofitted specimens were compared to that of the control specimens.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Adhesives
KW  - Beams
KW  - Bridge design
KW  - Columns
KW  - Composite materials
KW  - Ductility
KW  - Fatigue (Mechanics)
KW  - High strength concrete
KW  - Joints (Engineering)
KW  - Laminates
KW  - Polymer composites
KW  - Reinforced concrete
KW  - Repairing
KW  - Repeated loads
KW  - Retrofitting
KW  - Stiffness
KW  - Ultimate load design
UR  - https://trid.trb.org/view/926010
ER  - 

TY  - CONF
AN  - 01165570
AU  - Tomley, David A
AU  - Tanase, Lee D
AU  - Precast/Prestressed Concrete Institute
TI  - Stretched-Out Design of Precast Bridge Girders Using High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 535-550
AB  - Under the new, increased competition the precast concrete industry faces, it is safe to say that the industry is not part of frozen niches in frozen markets for which established producers compete.  Markets and industries are themselves in flux, and to the winners belong not so much the old-fashioned spoils of victory as the right to define the terms of competition in the future.  In the bridge industry, precast concrete has been for many years unfairly considered mostly for short, simple span structures.  However, with the advancement in engineering design, technology, material properties and quality, the precast concrete industry is likely to increase its edge and become the solution of choice for any span to depth ratio.  This paper focuses on outlining some of the most cost-effective tools available today to the precast concrete industry to achieve this competitive edge.  Inherent benefits, such as ease and speed of construction, quality control through certification, maintenance, aesthetics, durability, etc., have provided an excellent performance track record and a sustained growth during the last 50 years.  It is time to stretch out the span length coverage of precast bridge girders, as well as the potential usage of precast bridge girders.  By simply increasing the knowledge and application of what is available today in the industry, weaknesses associated with depth limitations and/or transportation limits can be strengthened, hence increasing the ability to compete in a market previously reluctant to precast concrete.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Aesthetics
KW  - Bridge design
KW  - Competition
KW  - Cost effectiveness
KW  - Durability
KW  - Girders
KW  - High performance concrete
KW  - Precast concrete
KW  - Quality control
KW  - Rapid construction
KW  - Span-depth ratio
UR  - https://trid.trb.org/view/926008
ER  - 

TY  - CONF
AN  - 01165569
AU  - Bastos, P S S
AU  - Pinheiro, L M
AU  - Takeya, T
AU  - Precast/Prestressed Concrete Institute
TI  - Concrete Railroad Ties Reinforced with Steel Fibers
SN  - 0937040657
PY  - 2000
SP  - pp 575-584
AB  - Prestressed concrete railroad ties were manufactured both without steel fibers and with a fiber content of 60 kg/m³ (101.4 lb/yd³ - 0.76% by volume), and with three different initial prestressing forces.  Static tests showed that steel fibers increase the first crack and ultimate bending moments, increase significantly the slip force of the prestressing tendons, reduce crack width, add higher ductility to the ties and decrease the stress in the prestressing tendons.  Under cyclic loading the fibers increase significantly the strength, decreasing the stress in the prestressing tendons by about 50%.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bending moments
KW  - Crack width
KW  - Ductility
KW  - Fiber content
KW  - Fiber reinforced concrete
KW  - Prestressed concrete ties
KW  - Prestressing
KW  - Prestressing strands
KW  - Railroad ties
KW  - Repeated loads
KW  - Steel fibers
KW  - Strength of materials
UR  - https://trid.trb.org/view/926025
ER  - 

TY  - CONF
AN  - 01165568
AU  - Felicetti, Roberto
AU  - Gambarova, Pietro G
AU  - Precast/Prestressed Concrete Institute
TI  - On the Residual Behavior of HPC Slabs Subjected to High Temperature
SN  - 0937040657
PY  - 2000
SP  - pp 598-607
AB  - The results of a research project on the punching of 16 high performance concrete (HPC) circular slabs, after a thermal cycle at high temperature [105, 250 and 400 deg C (221, 482 and 752 deg F)] are presented.  Both reinforced and unreinforced specimens were tested, with the following objectives:  (a) to measure the complete load-displacement response; (b) to study crack formation and propagation; (c) to identify the failure mechanisms and their dependence on the temperature; and (d) to check whether the available equations for the evaluation of the ultimate capacity in punching are still valid for thermally-damaged concrete.  As a preliminary, the behavior in tension and compression of 2 HPC mixes is recalled (compressive strength = 72 and 95; MPa = 10,440 and 13,775 psi).
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compression
KW  - Crack propagation
KW  - Cracking
KW  - Equations
KW  - Failure analysis
KW  - High performance concrete
KW  - High temperature
KW  - Load-displacement curves
KW  - Punching
KW  - Slabs
KW  - Structural behavior
KW  - Tension
KW  - Thermally damaged concrete
UR  - https://trid.trb.org/view/926029
ER  - 

TY  - CONF
AN  - 01165567
AU  - Hegger, Josef
AU  - Doinghaus, Peter
AU  - Precast/Prestressed Concrete Institute
TI  - High Performance Steel and High Performance Concrete in Composite Structures
SN  - 0937040657
PY  - 2000
SP  - pp 494-505
AB  - Composite structures made of structural steel and concrete maximize the advantages of the two components.  Using high-performance materials, composite construction is becoming more popular.  The European Coal and Steel Community has therefore supported the research project "Use of High Strength Steel S460."  Within the scope of this project, European research institutes worked on developing design and execution guidelines to overcome the obstacles associated with using these high-strength materials.  The Institute for Structural Concrete, Aachen University of Technology, has carried out experiments and performed finite element calculations for composite beams made of High Performance Steel S460 (HPS) and High Performance Concrete C 70/85 (HPC).
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Composite beams
KW  - Composite structures
KW  - Finite element method
KW  - Guidelines
KW  - High performance concrete
KW  - High performance steel
KW  - Structural design
UR  - https://trid.trb.org/view/926004
ER  - 

TY  - CONF
AN  - 01165566
AU  - Zilch, K
AU  - Reinecke, R
AU  - Precast/Prestressed Concrete Institute
TI  - Capacity of Shear Joints Between High-Strength Precast Elements and Normal-Strength Cast-in-Place Decks
SN  - 0937040657
PY  - 2000
SP  - pp 551-560
AB  - High-strength concrete precast elements with normal-strength cast-in-place decks are considered to be an economic way of construction, combining the advantages of both materials and the construction process.  In this paper the shear joint between the high-strength precast element and the normal-strength concrete is investigated.  During the experiments, practicality and the effects of surface preparation were evaluated and different roughening methods were compared.  To estimate the actual bond characteristics of a joint between a high-strength concrete and a normal-strength concrete two different tests were performed.  The characteristics of adhesion and micro-mechanical resistance were verified by applying shear forces on non-cracked joints.  The second push-off test measured the effects of shear friction and the relation between crack displacement and shear capacity by using specimens with a slant shear joint.  As a result, recommendations for an application of high-strength concrete in combination with normal-strength cast-in-place concrete are given concerning surface roughening methods, measurements and load bearing capacities.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Adhesion
KW  - Bearing capacity
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Bridge members
KW  - Cast in place concrete
KW  - High strength concrete
KW  - Joints (Engineering)
KW  - Precast concrete
KW  - Resistance (Mechanics)
KW  - Shear capacity
KW  - Shear forces
KW  - Shear friction
KW  - Surface preparation
UR  - https://trid.trb.org/view/926009
ER  - 

TY  - CONF
AN  - 01165565
AU  - Kuchma, Daniel A
AU  - Bentz, Evan C
AU  - Precast/Prestressed Concrete Institute
TI  - Shear Capacity and Design Strength of Reinforced and Prestressed Members Cast with High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 626-634
AB  - Shear in cracked structural concrete is principally resisted by tension in the shear reinforcement and aggregate interlock along diagonal cracks.  In members cast with High Performance Concrete (HPC), the diagonal cracks may be much smoother than they are for normal strength concretes and this can reduce the effectiveness of the aggregate interlock mechanism.  This paper illustrates that long-standing U.S. Building Code expressions do not provide accurate estimates of the shear capacity of concrete members for a range of concrete cylinder strengths.  By contrast, a computer-based design tool based on a model for concrete behavior is shown to provide reliable estimates.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge members
KW  - Cracking
KW  - Design tools
KW  - High performance concrete
KW  - Interlocking aggregates
KW  - Prestressed concrete
KW  - Reinforced concrete
KW  - Shear capacity
UR  - https://trid.trb.org/view/926036
ER  - 

TY  - CONF
AN  - 01165564
AU  - Guerrini, Gian Luca
AU  - Rosati, Gianpaolo
AU  - Ragazzi, Luigi
AU  - Precast/Prestressed Concrete Institute
TI  - Flexural Behavior of Prestressed Fiber Reinforced Concrete Bridge Beams
SN  - 0937040657
PY  - 2000
SP  - pp 665-674
AB  - Design, technology and construction of a small road bridge made of Very High Performance Concrete (VHPC) are described in this paper.  The bridge consists of precast, prestressed concrete beams with a cast-in-place concrete deck.  A preliminary experimental investigation was conducted to define the mix design, to characterize the material and its durability, and to study the flexural behavior of the prestressed concrete beams with and without the concrete deck.  In particular, a comprehensive program of concrete material properties tests was performed to evaluate tensile and compressive strengths, modulus of rupture, Young's modulus and physical properties (air permeability, porosity).  Afterwards, a structural characterization of material was performed to design the final section of bridge beams and to define a model to justify the design rules adopted.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Beams
KW  - Bridge design
KW  - Compressive strength
KW  - Durability
KW  - Fiber reinforced concrete
KW  - Flexural strength
KW  - Gas permeability (Concrete)
KW  - Highway bridges
KW  - Mix design
KW  - Modulus of rupture
KW  - Porosity
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Tensile strength
KW  - Very high performance concrete
KW  - Young's modulus
UR  - https://trid.trb.org/view/926130
ER  - 

TY  - CONF
AN  - 01165563
AU  - Noppakunwijai, Panya
AU  - Tadros, Maher K
AU  - Ma, Zhongguo (John)
AU  - Precast/Prestressed Concrete Institute
TI  - Strength Design of Pretensioned Flexural Members for Prestress Transfer
SN  - 0937040657
PY  - 2000
SP  - pp 585-597
AB  - With increasing use of high strength concrete (HSC) in prestressed concrete girders, conditions at transfer often control the level of prestress that can be placed in these girders.  This, in turn, controls the maximum span capacity.  This paper presents a rational method for design due to forces at the time of prestress transfer.  It is equally applicable to both normal concrete and HSC.  The need to have a lower strength at transfer is far more important with HSC than it is with conventional strength concrete.  It is proposed that flexural design of prestressed concrete members for effects of prestress transfer be based on strength design criteria.  The proposed method will frequently allow for higher prestress levels than the current empirical allowable compression stress limit of 0.6 given in ACI 318-99 Building Code and AASHTO Standard Specifications for Highway Bridges.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - AASHTO Standard Specifications for Highway Bridges
KW  - American Concrete Institute Building Code (1995)
KW  - Bridge design
KW  - Compressive stress
KW  - Girders
KW  - High strength concrete
KW  - Prestress transfer
KW  - Prestressed concrete
KW  - Pretensioning
UR  - https://trid.trb.org/view/926027
ER  - 

TY  - CONF
AN  - 01165562
AU  - Goble, George G
AU  - Hussein, Mohamad
AU  - Precast/Prestressed Concrete Institute
TI  - Potential for HPC in Driven Pile Foundations
SN  - 0937040657
PY  - 2000
SP  - pp 608-615
AB  - Prestressed concrete piles are widely used as deep foundation elements.  In the United States design loads and concrete strengths have changed little over the past thirty years.  The perception exists that there is little advantage to increasing concrete strength since the existing design loads are usually much less than code allowable loads.  Two examples are given here to show possible advantages of the use of high performance concrete (HPC), particularly high strength concrete.  It is shown that design loads are usually limited by driving stresses.  Therefore, if higher strength concrete is used, increased driving stresses could produce higher design loads with associated reduced installed cost.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Cost effectiveness
KW  - Design load
KW  - High performance concrete
KW  - High strength concrete
KW  - Pile driving
KW  - Pile foundations
KW  - Prestressed concrete
KW  - Stresses
UR  - https://trid.trb.org/view/926032
ER  - 

TY  - CONF
AN  - 01165145
AU  - Aarup, Bendt
AU  - Karlsen, Jan
AU  - Lindstrom, Gosta
AU  - Precast/Prestressed Concrete Institute
TI  - Fiber Reinforced High Performance Concrete for In-Situ Cast Joints
SN  - 0937040657
PY  - 2000
SP  - pp 379-387
AB  - Compact Reinforced Composite (CRC) is a special concept for high performance concretes, where ductility is achieved through incorporation of a large content of short, stiff and strong steel fibers (6 vol. %).  This ductility, combined with high strength (150-400 MPa) and the ability of small fibers to provide an effective reinforcement against even small cracks, makes it possible to obtain exceptional bond properties for ribbed reinforcing bars.  The paper describes a number of tests carried out on bond properties of CRC as well as some of the applications for in-situ cast full-strength joints.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bond strength (Materials)
KW  - Cast in place concrete
KW  - Ductility
KW  - Fiber reinforced concrete
KW  - High performance concrete
KW  - High strength concrete
KW  - Joints (Engineering)
KW  - Reinforcing bars
KW  - Steel fibers
UR  - https://trid.trb.org/view/925957
ER  - 

TY  - CONF
AN  - 01165144
AU  - Takeuti, Adilson Roberto
AU  - de Hanai, Joao Bento
AU  - Precast/Prestressed Concrete Institute
TI  - Reinforced Concrete Columns Strengthened with High Performance Concrete Jackets
SN  - 0937040657
PY  - 2000
SP  - pp 439-448
AB  - This paper presents the preliminary results of an experimental investigation done by Takeuti about the structural behavior of reinforced concrete columns strengthened with high-performance concrete jackets.  The experimental work consisted of three series of tests, each one involving two models:  a basic reinforced concrete column, made of ordinary strength concrete, which represents the column to be strengthened, and an identical basic column strengthened by a high-performance concrete jacket.  The columns were subjected to monotonic axial compression by means of a servo-controlled hydraulic machine (linearly controlled displacement test).  Several calculation hypotheses were tested to evaluate the ultimate strength, confinement mechanisms and ductility of the columns.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Axial compression
KW  - Columns
KW  - Ductility
KW  - High performance concrete
KW  - Jacketing (Strengthening)
KW  - Reinforced concrete
KW  - Ultimate strength
UR  - https://trid.trb.org/view/925982
ER  - 

TY  - CONF
AN  - 01165143
AU  - Mujtaba, Ghulam
AU  - Bergin, Michael
AU  - Ishee, Charles
AU  - Precast/Prestressed Concrete Institute
TI  - Curing of Silica Fume Concrete Piles
SN  - 0937040657
PY  - 2000
SP  - pp 418-427
AB  - This paper summarizes the effects of the curing methods on the performance of silica fume concrete, used in prestressed concrete piles.  The first curing method used in this research was in accordance with Florida Department of Transportation specifications that required the use of 7 days of moist curing followed by the application of two coats of the curing compounds.  The second curing method consisted of the application of the curing compounds in lieu of moist curing.  Although the results of the moist cured concrete, generally, indicated better performance than the curing compound method, the numerical values of the test results were not substantially different from each other.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete curing
KW  - Curing agents
KW  - Florida
KW  - Moist curing
KW  - Piles (Supports)
KW  - Prestressed concrete
KW  - Silica fume
KW  - Specifications
UR  - https://trid.trb.org/view/925974
ER  - 

TY  - CONF
AN  - 01165142
AU  - Huo, Xiaoming Sharon
AU  - Wong, Ling Ung
AU  - Precast/Prestressed Concrete Institute
TI  - The Effect of Curing on Early-Age Behavior of High Performance Concrete Bridge Decks
SN  - 0937040657
PY  - 2000
SP  - pp 408-417
AB  - This paper presents the analytical and experimental results on the behavior of high performance concrete (HPC) specimens with different curing methods.  Four curing methods and two types of specimens were studied in the tests.  The curing methods included traditional curing material, curing compound spray, cotton mat, and polyethylene blanket.  Two types of specimens, slab specimens and cylindrical specimens, were investigated.  A comparison study was conducted to research the advantages and disadvantages of each curing method based on the behavior (early-age shrinkage) of the specimens.  The test results were also compared with predicted values from research analytical models.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge decks
KW  - Concrete curing
KW  - Early age concrete
KW  - High performance concrete
KW  - Laboratory tests
KW  - Shrinkage
KW  - Specimens
UR  - https://trid.trb.org/view/925967
ER  - 

TY  - CONF
AN  - 01165141
AU  - Sprinkel, Michael M
AU  - Ozyildirim, Celik
AU  - Precast/Prestressed Concrete Institute
TI  - HPC Overlays on Route 60 Over Lynnhaven Inlet in Virginia
SN  - 0937040657
PY  - 2000
SP  - pp 428-438
AB  - Sixteen high performance concrete overlays were placed on two 28-span bridges on Route 60 over Lynnhaven Inlet, Virginia Beach, Virginia, in the spring of 1996.  The construction was funded with 20% Virginia Department of Transportation maintenance funds and 80% special ISTEA Section 6005 federal funds specifically allocated to demonstrate overlay technologies.  ISTEA funds were also used to evaluate the installation and condition of the overlays and to prepare an interim report and this final report.  The installation included 13 different concrete mixtures, an overlay with a thickness of only 19 mm (0.75 in.), and spans with and without topical treatments of two corrosion inhibitors, for a total of 16 different overlays.  The overlay types are 7% silica fume (SF), 5% SF and 35% slag (S), 5% SF and 15% class F fly ash (FA), 15% latex-modified concrete (LMC), 13% SF and 15% FA, 13% SF and 15% FA placed 19 mm thick, 7% SF and Rheocrete corrosion inhibiting admixture (CIA) (RCI), 7% SF and Armatec CIA (ACI) and ACI topical treatment (A), 7% SF and ACI, 7% SF and Darex CIA (DCI) and Postrite (P) topical treatment, 7% SF and DCI, 40% S, 7% SF and shrinkage reducing admixture (CQI), 7% SF and polyolefin fibers (POF), 7% SF and steel fibers (STF), and 7% SF and polypropylene fibers (PPF).  With the exception of system F, overlays were required to have a minimum thickness of 32 mm (1.25 in.).  Also, system E had a variable thickness that ranged from 32 mm (1.25 in.) to 19 mm (0.75 in.) to provide good ride quality.  Overlays have performed well with the exception of the areas adjacent to most joints.  Many of these areas were replaced by the original contractor and have been replaced again by the city of Virginia Beach, Virginia.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge decks
KW  - Concrete overlays
KW  - Corrosion resistant materials
KW  - Fly ash
KW  - High performance concrete
KW  - Latex modified concrete
KW  - Mix design
KW  - Polyolefin fibers
KW  - Polypropylene
KW  - Ride quality
KW  - Shrinkage reducing admixtures
KW  - Silica fume
KW  - Slag
KW  - Steel fibers
KW  - Thickness
KW  - Virginia Beach (Virginia)
UR  - https://trid.trb.org/view/925975
ER  - 

TY  - CONF
AN  - 01165140
AU  - Ferraris, Chiara F
AU  - Brower, Lynn
AU  - Ozyildirim, Celik
AU  - Daczko, Joseph
AU  - Precast/Prestressed Concrete Institute
TI  - Workability of Self-Compacting Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 398-407
AB  - The slump test is widely used to evaluate the workability of concrete.  However, it has serious drawbacks, especially for self-compacting concrete (SCC).  Other flow characteristics such as viscosity or filling capacity or time of flow through an orifice are needed to characterize flow in SCC.  The goals of this study were multiple:  1) to test flow characteristics of SCC using various devices: two concrete rheometers, several standard tests, and the widely used V-flow and U-flow tests; 2) to determine the correlation between the various tests and especially between the two rheometers; and 3) to attempt to determine the rheological characteristics of SCC.  Thirteen mixes were prepared with varying dosages of viscosity modifying admixture (VMA) and high-range water-reducing admixture (HRWR) to achieve a wide range of flow behavior.  It was found that the plastic viscosities measured with the two rheometers were correlated at 84%, and that a SCC mixture is not defined by its high slump and slump spread alone.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Flow
KW  - High-range water reducing admixtures
KW  - Rheological properties
KW  - Rheometers
KW  - Self compacting concrete
KW  - Slump test
KW  - Viscosity
KW  - Viscosity modifying admixtures
KW  - Water reducing agents
KW  - Workability
UR  - https://trid.trb.org/view/925961
ER  - 

TY  - CONF
AN  - 01165139
AU  - Wathne, Leif G
AU  - Ramakrishnan, Venkapaswamy
AU  - Santhosh, Kumar R
AU  - Precast/Prestressed Concrete Institute
TI  - Measurement of the Tensile Bond Strength of a High Performance Concrete Deck Overlay
SN  - 0937040657
PY  - 2000
SP  - pp 449-458
AB  - This paper presents results from an evaluation of a 2-year-old fiber reinforced high performance concrete (HPC) overlay bonded to a badly deteriorated concrete bridge deck.  The subject evaluation was focused on determining how well the overlay concrete was bonding to the underlying deck.  To ensure long service of the rehabilitated deck, it is imperative that the overlay is well bonded to the underlying concrete.  The evaluation consisted of employing a field tensile bond test (pull-off test) at 13 locations along the bridge decks and approaches, as well as subsequent laboratory tensile tests on seven companion cores for comparison testing.  Results indicate that the non-metallic fiber reinforced HPC overlay is bonded sufficiently to the underlying concrete.  However, all tensile failures occurred in the substrate material within 8mm of the bond interface, indicating that the existing bridge deck concrete is the weakest portion of the system.  It is suggested that the low tensile strength in the top portions of the bridge deck concrete may be a result of existing delaminations or damage from milling and partial depth concrete removal during rehabilitation.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Concrete overlays
KW  - Fiber reinforced concrete
KW  - Field tests
KW  - High performance concrete
KW  - Laboratory tests
KW  - Tensile strength
KW  - Tension tests
UR  - https://trid.trb.org/view/925988
ER  - 

TY  - CONF
AN  - 01165138
AU  - Zia, Paul
AU  - Caner, Alp
AU  - Precast/Prestressed Concrete Institute
TI  - Cracking in Long-Span Prestressed Concrete AASHTO Girders during Production
SN  - 0937040657
PY  - 2000
SP  - pp 459-469
AB  - During the production of long-span AASHTO girders, full-depth vertical cracks have been observed within the mid-third of the girder before the prestressing strands are detensioned.  The cracks run across the top flange transversely and extend downward through the web, reaching into the bottom flange of the girder.  With the increasing use of high-performance concrete, more and more longer-span girders are used by bridge engineers.  These girders would be more vulnerable to the cracking problem during their production.  This paper presents the results of an investigation to determine the cause(s) of the cracking problem.  It was found that the cracks developed due to restrained thermal contraction of the girders as well as the tendons during the cooling period following the overnight steam or heat curing.  Recommended acceptance criteria for such cracked girders are discussed.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Acceptance criteria
KW  - Concrete curing
KW  - Cracking
KW  - Girders
KW  - High performance concrete
KW  - Long span bridges
KW  - Prestressed concrete
KW  - Production
KW  - Thermal contraction
UR  - https://trid.trb.org/view/925991
ER  - 

TY  - CONF
AN  - 01165137
AU  - De Nardin, Silvana
AU  - El Debs, Ana Lucia H C
AU  - Precast/Prestressed Concrete Institute
TI  - Experimental Study of the Composite Columns of Steel Filled with High Strength Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 388-397
AB  - The results of tests conducted on six concrete-filled steel tubular columns under concentric load are reported.  The main parameters analyzed were cross sectional shape, diameter/thickness ratio and wall thickness.  Two wall thicknesses of circular, square and rectangular tubular section were used in the tests.  Concrete with compressive strength of 50 MPa (7.2 ksi) was used to fill the tubes.  Typical failure load and longitudinal and transverse load versus strain relationships were studied.  The results show that the failure load values predicted by international design codes are not always on the safe side.  The ductility of concrete-filled steel tubes was studied.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Columns
KW  - Composite structures
KW  - Compressive strength
KW  - Concentric loads
KW  - Concrete-filled steel tube
KW  - Diameter
KW  - Ductility
KW  - High strength concrete
KW  - Load tests
KW  - Steel structures
KW  - Thickness
KW  - Tubular structures
UR  - https://trid.trb.org/view/925959
ER  - 

TY  - CONF
AN  - 01165136
AU  - Ajdukiewicz, Andrzej B
AU  - Kliszczewicz, Alina T
AU  - Precast/Prestressed Concrete Institute
TI  - Properties and Usability of HPC with Recycled Aggregates
SN  - 0937040657
PY  - 2000
SP  - pp 89-98
AB  - Formerly, the strength of aggregates derived from demolished concrete structures was relatively low, therefore, the applications were of secondary importance.  At present, the common necessity of demolition of structures with strong concrete, like building frames or bridge beams, creates the source of recycled aggregate of quite new generation.  Apart from the environmental aims, recycling has a new economical aspect.  Concrete was originally mixed with a large amount of cement and retained some binding abilities.  Such a material may be activated with silica fume or fly ash admixtures.  The results of study on properties and usability of structural high-performance recycled concrete are presented.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Economic factors
KW  - Fly ash
KW  - High performance concrete
KW  - Properties of materials
KW  - Recycled concrete aggregate
KW  - Recycled materials
KW  - Silica fume
UR  - https://trid.trb.org/view/924887
ER  - 

TY  - CONF
AN  - 01165135
AU  - Magee, Bryan J
AU  - Olek, Jan
AU  - Precast/Prestressed Concrete Institute
TI  - High-Performance Concrete for Highway Structures: A Generic Review of Definitions, Mixture Proportions, and Performance Levels
SN  - 0937040657
PY  - 2000
SP  - pp 74-85
AB  - This paper summarizes an extensive review of literature that was undertaken to better quantify the term High-Performance Concrete (HPC).  Based on a database of 260 HPC mixtures, descriptions of typical HPC characteristics are given.  Considered are commonly used constituent materials and their quantities, cementitious material combinations, and performance levels typically achieved.  It is illustrated that a quantitative HPC definition as proposed by the FHWA is generally representative of HPC used in the field to date, providing, therefore, a rational definition of the material.  Against this background, the data reported in this paper provide an approximate trial mixture-proportioning guide for HPC.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete structures
KW  - Definitions
KW  - High performance concrete
KW  - Highway bridges
KW  - Literature reviews
KW  - Mix design
KW  - Performance level
KW  - Properties of materials
UR  - https://trid.trb.org/view/924882
ER  - 

TY  - CONF
AN  - 01165134
AU  - Brockmann, Christian
AU  - Precast/Prestressed Concrete Institute
TI  - Precast Elements for Segmental Bridge Construction of the Bang Na Expressway, Bangkok
SN  - 0937040657
PY  - 2000
SP  - pp 368-376
AB  - The Bang Na Expressway is a 55 km (34 mi) long viaduct in Bangkok, Thailand.  With its recent completion in March 2000, it became the longest bridge in the world.  The total deck area consists of 1,900,000 sq m (20,400,000 sq ft).  The superstructure is entirely composed of precast concrete segments with external posttensioning and dry joints.  The core component of the structure is the mainline segment with a wingspan of 27.2 m (89 ft).  The total cost for planning, designing, constructing and financing the project was more than $1 billion.  There are few projects in the world that can match the Bang Na Expressway with regard to size, time constraints and innovative construction techniques.  There are even fewer projects that have been more widely publicized.  Various technical papers in English, French and German describe many of its aspects.  Not yet discussed is a comprehensive in depth study of the fabrication of the mainline segments in the precast yard.  This paper will explain the technical aspects of the production process.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bang Na Expressway
KW  - Bangkok (Thailand)
KW  - Bridge superstructures
KW  - Construction management
KW  - Innovation
KW  - Posttensioning
KW  - Precast concrete
KW  - Segmental concrete bridges
KW  - Segmental construction
KW  - Viaducts
UR  - https://trid.trb.org/view/925887
ER  - 

TY  - CONF
AN  - 01165133
AU  - Vanderlei, Romel Dias
AU  - Giongo, Jose Samuel
AU  - Precast/Prestressed Concrete Institute
TI  - Theoretical–Experimental Analysis of Cross Sections Columns of High Strength Concrete Under Eccentric Compression Using Different Stress-Strain Relationships
SN  - 0937040657
PY  - 2000
SP  - pp 226-235
AB  - High strength concrete columns were analyzed under eccentric compression, with concrete cylinder compressive strength approximately 80 MPa (11.6 ksi).  The column behavior of rectangular cross sections was studied to determine the maximum load resisted by them.  Stress-strain relationships proposed by Lima, Collins, CEB-FIP, ACI 318-95 and Diniz cited by Vasconcelos were used.  With the analysis of axial loads, the proposed relationships could be evaluated, making comparisons with the experimental values, where some relationships showed good agreement and others presented conservative values.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Axial loads
KW  - Columns
KW  - Compressive strength
KW  - Deformation curve
KW  - Experiments
KW  - High strength concrete
KW  - Theory
UR  - https://trid.trb.org/view/925091
ER  - 

TY  - CONF
AN  - 01165132
AU  - Savas, B Zeynep
AU  - Leming, Michael L
AU  - Zia, Paul
AU  - Precast/Prestressed Concrete Institute
TI  - Chloride Penetration of High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 236-245
AB  - Precast, prestressed concretes normally have low permeabilities.  The effects of chemical admixtures, including calcium nitrite and mineral admixtures such as ground granulated blast furnace slag (GGBFS), on chloride penetration of concrete cured at elevated temperatures has not been fully investigated.  This study, using an improved sampling technique, found that curing at elevated temperatures slightly increased chloride penetration.  Concrete with 40% GGBFS replacement had improved chloride penetration under both curing conditions compared to concrete without GGBFS, although the chloride content was significantly higher at the surface when GGBFS concrete was cured at elevated temperatures.  Calcium nitrite in the presence of GGBFS increased chloride penetration only slightly in concretes cured at elevated temperatures with no significant effect in moist cured concretes.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Calcium nitrite
KW  - Chloride penetration
KW  - Concrete curing
KW  - Curing temperature
KW  - Granulated slag
KW  - High performance concrete
KW  - Moist curing
KW  - Slag
UR  - https://trid.trb.org/view/925092
ER  - 

TY  - CONF
AN  - 01165131
AU  - Guth, Dena L
AU  - Zia, Paul
AU  - Precast/Prestressed Concrete Institute
TI  - Correlation of Air Permeability with Rapid Chloride Permeability and Ponding Tests
SN  - 0937040657
PY  - 2000
SP  - pp 304-315
AB  - Low permeability is an important characteristic of high performance concrete.  While many test methods are available to measure the permeability of concrete, only a few studies have reported correlations of the results of these methods.  This paper presents correlations of the results of three commonly used permeability test methods with the results obtained from a nondestructive air permeability test device developed by the authors.  An experimental program was conducted by using these four different test methods.  Each test method was applied to three types of concrete with different water-to-cementitious material ratios and amount of silica fume used.  A specific curing regime was used for each test method, and tests were conducted at different concrete ages.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Air permeability test
KW  - Concrete age
KW  - Concrete curing
KW  - Correlation analysis
KW  - Gas permeability (Concrete)
KW  - High performance concrete
KW  - Permeability
KW  - Rapid chloride permeability
KW  - Silica fume
KW  - Test procedures
KW  - Water cement ratio
UR  - https://trid.trb.org/view/925174
ER  - 

TY  - CONF
AN  - 01165130
AU  - Freyne, Seamus F
AU  - Russell, Bruce W
AU  - Bush, Thomas D
AU  - Precast/Prestressed Concrete Institute
TI  - Bringing HPC from Laboratory to a Precast/Prestressing Plant
SN  - 0937040657
PY  - 2000
SP  - pp 294-303
AB  - This paper highlights the difficulties that were experienced in translating high performance concrete (HPC) from laboratory to a precast/prestressing facility.  Seven HPC mixtures, first batched in the lab, were selected for trial batching at a plant in Oklahoma.  Target compressive strengths were 60 MPa (8,700 psi) at 24 hrs and 100 MPa (14,500 psi) at 28 or 56 days.  Three mixture series were evaluated:  lab/standard, plant/ambient and plant/heat are distinguished by batching location and curing scheme.  Tested at 28 days, the plant-batched mixtures achieved, on average, only 80% of corresponding lab/standard strengths.  Moreover, the plant-batched concrete displayed greater within-test variation at all ages.  A chief quality control concern at the plant was regulating the quantity of water in the mixture and batching the concrete as intended.  The uncertainty of aggregate moisture made this difficult.  Summer temperatures at the plant resulted in diminished workability, as indicated by slump.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - High performance concrete
KW  - Laboratories
KW  - Mixing plants
KW  - Moisture content
KW  - Quality control
KW  - Workability
UR  - https://trid.trb.org/view/925173
ER  - 

TY  - CONF
AN  - 01165129
AU  - Nmai, Charles K
AU  - McDonald, David B
AU  - Precast/Prestressed Concrete Institute
TI  - Long-Term Effectiveness of Corrosion-Inhibiting Admixtures and Implications on the Design of Durable Reinforced Concrete Structures
SN  - 0937040657
PY  - 2000
SP  - pp 109-124
AB  - Two corrosion inhibitors that function by different mechanisms, a 30% solution of calcium nitrite and an aqueous solution of amines and esters, were evaluated using 0.50 and 0.40 water-cementitious materials ratio (w/cm) concretes of moderate and high quality, to obtain a measure of their effectiveness relative to one another.  The comprehensive corrosion study, which consisted of short-term evaluations in uncracked and precracked concrete and an ongoing long-term evaluation in uncracked concrete, show the effectiveness of both inhibitors; however, the effectiveness of the calcium nitrite inhibitor was dependent on dosage and w/cm.  The water-based organic inhibitor was effective regardless of concrete quality, significantly reduced chloride ingress, and was particularly effective in the precracked concrete time-to-corrosion evaluation relative to the calcium nitrite inhibitor.  The implications with regard to options for mixture proportioning and the selection of corrosion inhibitors for corrosion-resistant reinforced concrete structures are also discussed.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Calcium nitrite
KW  - Chloride permeability
KW  - Concrete
KW  - Concrete structures
KW  - Corrosion resistant materials
KW  - Durability
KW  - High performance concrete
KW  - Mix design
KW  - Organic compounds
KW  - Precracked specimens
KW  - Reinforced concrete bridges
KW  - Water cement ratio
UR  - https://trid.trb.org/view/924891
ER  - 

TY  - CONF
AN  - 01165128
AU  - Van Bogaert, Philippe
AU  - Precast/Prestressed Concrete Institute
TI  - Precast High-Strength Concrete Elements for the Construction of the High-Speed Lines Brussels-Cologne-Amsterdam
SN  - 0937040657
PY  - 2000
SP  - pp 340-349
AB  - This paper describes two different types of precast bridge superstructures, using high strength concrete.  The viaduct of Luchtbal enables the crossing by the high-speed line Brussels-Amsterdam with a domestic track.  It consists of 24 spans of hollow section precast high performance concrete twin elements.  These elements have three types of prestressing and special attention was needed in the areas of heavy shear effects.  The second application concerns a pedestrian bridge over the upgraded railway line Brussels-Cologne.  It is a through deck, allowing cable reservations below the walkway.  To increase the aesthetic value, the design was made using a rise of 0.30 m at the span center, thus obtaining a slightly curved view of the structure.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Aesthetics
KW  - Belgium
KW  - Bridge construction
KW  - Bridge superstructures
KW  - Footbridges
KW  - High speed track
KW  - High strength concrete
KW  - Precast concrete
KW  - Prestressing
KW  - Railroad bridges
KW  - Viaducts
UR  - https://trid.trb.org/view/925884
ER  - 

TY  - CONF
AN  - 01165127
AU  - Hale, William Micah
AU  - Russell, Bruce W
AU  - Precast/Prestressed Concrete Institute
TI  - The Need for Air Entrainment in High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 206-215
AB  - This experimental program investigated the need for air entrainment in high performance concrete (HPC).  Concrete mixtures with varying water to cementitious material ratios (w/cm) were subjected to freeze-thaw tests in conformance with ASTM C 666 (Procedure A).  The variables for the mixtures were total air content and w/cm.  The target total air content for the mixtures were 2% (no air entraining agent), 4%, and 6%.  The w/cm ranged from 0.26 to 0.50.  The 56 day compressive strengths were between 41 MPa (6000 psi) and 96 MPa (14,000 psi).  The freeze-thaw tests continued until the specimen deteriorated or the specimen reached 300 freeze-thaw cycles.  The results from the study show that air entrainment is not required below a specific maximum w/cm for the materials employed.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Air content
KW  - Air entrainment
KW  - Compressive strength
KW  - Freeze thaw tests
KW  - High performance concrete
KW  - Water cement ratio
UR  - https://trid.trb.org/view/925089
ER  - 

TY  - CONF
AN  - 01165126
AU  - Gattesco, Natalino
AU  - Precast/Prestressed Concrete Institute
TI  - Influence of Transversal Section Shape on the Rotation Capacity of HPC Members
SN  - 0937040657
PY  - 2000
SP  - pp 246-255
AB  - A numerical investigation on the plastic behavior of high performance concrete (HPC) members is presented.  In particular, a broad study on simply supported beams, loaded with a midspan concentrated load, is carried out with the purpose to determine the maximum rotation capacity of the critical section.  Beams arranged with various percentages of the reinforcement content and assuming for concrete four different compressive strengths (40-60-80-100 MPa - 5.8-8.7-11.6-14.5 ksi) were considered.  T, I and rectangular cross section shapes were studied to compare the differences in their plastic behavior.  Greater plastic rotation capacity was obtained with T-sections for all concrete grades considered.  The plastic rotation curves of I-sections are almost coincident with those of T-sections when the collapse is governed by the ultimate concrete strain, while they are significantly different when the collapse is governed by the ultimate steel strain (low reinforcement content).
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Beams
KW  - Compressive strength
KW  - High performance concrete
KW  - I sections
KW  - Plastic rotation
KW  - Reinforcement (Engineering)
KW  - Rotation capacity
KW  - Simply supported beams
KW  - T sections
UR  - https://trid.trb.org/view/925093
ER  - 

TY  - CONF
AN  - 01165125
AU  - Hampel, Torsten
AU  - Curbach, Manfred
AU  - Precast/Prestressed Concrete Institute
TI  - Behavior of High Performance Concrete Under Multiaxial Loading
SN  - 0937040657
PY  - 2000
SP  - pp 185-195
AB  - This paper presents research results of bi- and triaxial compressive tests on high performance concrete.  These experiments were performed by a servo-hydraulic actuator.  The stress ratios were variable in the limit of the load capacity of the actuator.  In order to eliminate the restraint on the loading surface steel brushes were used to transfer the load from the actuator directly to the specimen.  Cubic specimens with an edge length of 100 mm (3.96 in.) were used in all bi- and triaxial tests.  Three different concrete grades were examined.  The mean cylindrical compressive strength of the concretes were 55.5, 85.0 and 93.1 MPa (8.05, 12,33 and 13.50 ksi), respectively.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Axial loads
KW  - Compressive strength
KW  - High performance concrete
KW  - Laboratory tests
UR  - https://trid.trb.org/view/924932
ER  - 

TY  - CONF
AN  - 01165124
AU  - Shah, Surendra P
AU  - Weiss, W Jason
AU  - Precast/Prestressed Concrete Institute
TI  - High Performance Concrete: Strength, Permeability, and Shrinkage Cracking
SN  - 0937040657
PY  - 2000
SP  - pp 331-339
AB  - The properties that dictate how concrete will perform are not always related to material composition in the same manner.  This paper presents compressive strength, chloride permeability, and restrained shrinkage cracking potential test results from five mixtures to illustrate this fact.  For example, decreasing the water cement ratio (w/c) substantially improves strength, stiffness, and chloride penetration resistance; however, decreasing the w/c may increase shrinkage and the potential for restrained shrinkage cracking.  In addition, findings are presented that indicate that admixtures may enhance durability without necessarily increasing strength, therefore specifications must be developed focused on the specific performance characteristic that is desired.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Chloride permeability
KW  - Compressive strength
KW  - Cracking
KW  - Durability
KW  - High performance concrete
KW  - Shrinkage
KW  - Specifications
KW  - Water cement ratio
UR  - https://trid.trb.org/view/925176
ER  - 

TY  - CONF
AN  - 01165123
AU  - Rostam, Steen
AU  - Precast/Prestressed Concrete Institute
TI  - Does High Performance Concrete Provide High Performance Concrete Structures?
SN  - 0937040657
PY  - 2000
SP  - pp 64-73
AB  - High performance concrete (HPC) has been developed to protect reinforcement against corrosion, resist chemical and physical deterioration and provide high strength for new landmark structures.  The achievable quality HPC is sensitive to the execution process, but permeability controlled formwork liners and self-compacting concrete may prove valuable quality enhancing measures.  In addition stainless steel reinforcement is now available in types, strengths and dimensions fully interchangeable with black steel reinforcement, and can be mixed with black steel in concrete.  These measures may solve some of the practical drawbacks with HPC.  Finally, newly developed reliability based service life design procedures can quantify the true merits of the different materials and of the durability enhancing measures.  These measures can then ensure the reliable HPC structures so much needed for a sustainable future.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete structures
KW  - Corrosion resistance
KW  - Durability
KW  - High performance concrete
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Service life
UR  - https://trid.trb.org/view/924877
ER  - 

TY  - CONF
AN  - 01165122
AU  - Safiuddin, Md
AU  - Zain, M F M
AU  - Yusof, K M
AU  - Precast/Prestressed Concrete Institute
TI  - Development of High Performance Concrete Using Quarry Dust as Partial Replacement of Sand
SN  - 0937040657
PY  - 2000
SP  - pp 173-182
AB  - The potential of quarry dust in developing high performance concrete has been investigated.  Normal portland cement, silica fume, quarry dust and silica fume-quarry dust concretes were produced in the study.  The properties of concrete have been examined in respect of workability, compressive strength and initial surface absorption.  It was observed that silica fume-quarry dust concrete exhibited good workability.  It has also provided good compressive strength and resistance to water penetration in water and water-dry air curing.  Overall test results reveal that high-performance concrete can be produced by the use of quarry dust as partial replacement of sand.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - High performance concrete
KW  - Permeability
KW  - Quarry dust
KW  - Silica fume
KW  - Surface absorption
KW  - Workability
UR  - https://trid.trb.org/view/924931
ER  - 

TY  - CONF
AN  - 01165121
AU  - Magnusson, Jonas
AU  - Engstrom, Bjorn
AU  - Precast/Prestressed Concrete Institute
TI  - Anchorage of Ribbed Bars in High Strength Concrete Beams
SN  - 0937040657
PY  - 2000
SP  - pp 196-205
AB  - With the aim to study the bond behavior and the anchorage capacity of ribbed bars in high strength concrete, an extensive experimental study was carried out.  For each test in high strength concrete, a companion test in normal strength concrete, with the same detailing, was prepared as a reference.  Nonlinear finite element analysis was used as a tool to better understand and explain the observations made.  Various types of test specimens were used but this paper only concerns anchorage at end supports.  As expected the anchorage capacity in the high strength concrete was considerably higher than in normal strength concrete.  Still, it was found that high strength concrete had a limited ability for favorable stress redistribution compared to normal strength concrete, both along the anchorage length, and between bars anchored in the same anchorage region.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Anchorage capacity
KW  - Anchorages
KW  - Beams
KW  - Bond strength (Materials)
KW  - Finite element method
KW  - High strength concrete
KW  - Ribbed bars
UR  - https://trid.trb.org/view/924933
ER  - 

TY  - CONF
AN  - 01165120
AU  - Tikalsky, Paul J
AU  - Scanlon, Andrew
AU  - Precast/Prestressed Concrete Institute
TI  - Defining the High Performance Concrete Requirements for Highway Structures
SN  - 0937040657
PY  - 2000
SP  - pp 55-63
AB  - The paper presents a means by which engineers and agencies can design for more than stresses alone; they can consider the full range of service life concerns.  A series of concrete exposure categories have been defined that permit the structural engineer or agencies to define a level of performance within a specification.  By asking the right questions and responding with appropriate answers, the engineer or agency chooses the pertinent characteristics in an "a la carte" manner as they pertain to the environmental exposure or demands of the structural element and environment.  Twelve different characteristics of concrete are considered at three performance levels each.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete structures
KW  - Environmental conditions
KW  - High performance concrete
KW  - Highway bridges
KW  - Performance level
KW  - Properties of materials
KW  - Service life
KW  - Specifications
UR  - https://trid.trb.org/view/924874
ER  - 

TY  - CONF
AN  - 01165119
AU  - Markeset, Gro
AU  - Precast/Prestressed Concrete Institute
TI  - A Low Cost Ultra High Performance Concrete for Impact Resistance
SN  - 0937040657
PY  - 2000
SP  - pp 266-275
AB  - This paper presents the result of the work performed by Norwegian Defence Construction Service on the development of a low cost ultra high performance concrete for impact resistance.  The aim has been to develop a high strength concrete with a concrete strength of about 150 MPa based on commonly available materials, with a workability suitable for traditional construction practice, and produced at a reasonable cost.  The documentation program includes studies of the hardened properties of the concrete, in addition to full scale production tests, full scale realistic penetration tests and large-scale beam tests.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Beam tests
KW  - Compressive strength
KW  - Costs
KW  - High strength concrete
KW  - Impact resistance
KW  - Impact tests
KW  - Low cost
KW  - Production
KW  - Properties of materials
KW  - Ultra high performance concrete
KW  - Workability
UR  - https://trid.trb.org/view/925095
ER  - 

TY  - CONF
AN  - 01165118
AU  - Esfahani, M Reze
AU  - Precast/Prestressed Concrete Institute
TI  - Effect of Silica Fume, Superplasticizer and Concrete Strength on Steel–Concrete Bond
SN  - 0937040657
PY  - 2000
SP  - pp 154-161
AB  - This paper presents a study on the influence of silica fume and superplasticizer on steel–concrete bond strength.  The study included tests of fifty short length specimens in five series.  Test results showed that the addition of silica fume in the concrete mixture did not have a negative effect on bond strength.  Also, there was not a decrease in the bond strength of specimens made of concrete with superplasticizer.  Bond strength normalized with respect to the square root of the concrete compressive strength increased with the concrete strength.  For the specimens made of high strength concrete including silica fume and superplasticizer, the normalized bond strength did not increase with the concrete strength.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bond strength (Materials)
KW  - Compressive strength
KW  - Concrete
KW  - High strength concrete
KW  - Silica fume
KW  - Steel
KW  - Superplasticizers
UR  - https://trid.trb.org/view/924929
ER  - 

TY  - CONF
AN  - 01165117
AU  - Podolny, Walter
AU  - Precast/Prestressed Concrete Institute
TI  - Will HPC Be the Material of Choice for Transportation Structures of the Future?
SN  - 0937040657
PY  - 2000
SP  - pp 33-42
AB  - Our transportation infrastructure is literally crumbling away at an ever increasingly faster pace.  Existing materials have been found inadequate.  They are less durable and more difficult to maintain than expected.  We are in need of more reliable, lower maintenance solutions.  Researchers and engineers around the world are seeking new materials, methods and techniques for life-cycle cost reduction.  Currently new materials and concepts are developing and emerging to further push out the boundaries of technological limitations to the achievement of new limits.  Applications of new systems to existing structure types along with new and improved structure types are being attempted.  Given this highly volatile and competitive environment, will high performance concrete (HPC) be competitive?  Will it become the material of choice for transportation structures of the future?  This paper will explore concrete strength, design criteria, innovative financing and evolving structural concepts.  These changes are discussed and evaluated from the perspective of new structure forms that are beginning to emerge as possible future transportation structures of the 21st Century.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - Financing
KW  - High performance concrete
KW  - Life cycle costing
KW  - Structural design
KW  - Transportation infrastructure
UR  - https://trid.trb.org/view/924856
ER  - 

TY  - CONF
AN  - 01165116
AU  - Azimi, Azam M
AU  - Ray, Christian T
AU  - Precast/Prestressed Concrete Institute
TI  - Design and Construction of the Longest HPC Girders for Highway Bridges in North Carolina
SN  - 0937040657
PY  - 2000
SP  - pp 3-8
AB  - High performance concrete (HPC) has been used in the building industry for many years.  In recent years its application to highway structures has received increased attention.  This is due to the enhanced durability and strength characteristics of HPC, which can provide economical bridges with longer life expectancies.  HPC is generally defined as a concrete which meets increased strength and enhanced durability characteristics.  Increased flexure strength allows for the design of longer spans, wider girder spacings and shallower members.  This in turn can lower initial costs by using fewer girders and piers.  North Carolina Department of Transportation (NCDOT) has been one of the leading agencies in research and utilization of HPC.  Since the mid 80s several investigations relative to HPC have been completed at North Carolina State University (NCSU).  These investigations provided essential information for NCDOT to extend its bridge design practices using HPC.  NCDOT has presented its design and construction experiences with HPC in many previous Regional HPC Showcases sponsored by the Federal Highway Administration.  This paper's goal is to discuss the structural efficiency and cost effectiveness of using 8,000 psi (55.2 Mpa) HPC for a 115 ft (35.1 m) Type IV AASHTO girder bridge.  As the Type IV AASHTO girders for the bridge are the longest of this type girder in North Carolina, the authors will discuss the challenges during fabrication, transportation and erection as well as the design.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge construction
KW  - Bridge design
KW  - Cost effectiveness
KW  - Durability
KW  - Flexural strength
KW  - Girder bridges
KW  - High performance concrete
KW  - North Carolina
UR  - https://trid.trb.org/view/924850
ER  - 

TY  - CONF
AN  - 01165115
AU  - Carreira, Domingo J
AU  - Martin, Ignacio
AU  - Precast/Prestressed Concrete Institute
TI  - High Strength Concrete in Cuba in the 1950's
SN  - 0937040657
PY  - 2000
SP  - pp 9-18
AB  - In the early 1950's, late Professors Luis P. Saenz and Gabriel Fernandez developed and commercialized concrete with compressive strengths ranging from 48.3 to 68.9 MPa (7.0 to 10.0 ksi) in Cuba.  This paper summarizes the contribution to the development of High Strength Concrete (HSC) in Cuba of Professors Saenz and Fernandez.  It is intended to honor the pioneering of those who designed structures with HSC and produced it commercially.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Commercialization
KW  - Compressive strength
KW  - Concrete structures
KW  - Cuba
KW  - High strength concrete
KW  - History
KW  - Structural design
UR  - https://trid.trb.org/view/924853
ER  - 

TY  - CONF
AN  - 01165114
AU  - Leidholdt, Charles
AU  - Nmai, Charles
AU  - Schlagbaum, Anthony
AU  - Precast/Prestressed Concrete Institute
TI  - Effectiveness and Impact of a Polycarboxylate-Based High-Range Water-Reducing Admixture in a Precast/Prestressed Operation
SN  - 0937040657
PY  - 2000
SP  - pp 24-32
AB  - In this paper, the effectiveness of a polycarboxylate-based high-range water-reducing admixture with regard to water reduction, slump retention, and strength development is presented and discussed.  Also discussed in the paper is the impact of this polycarboxylate-based high-range water-reducing admixture on concrete workability and finishability, surface appearance and overall quality of architectural and structural units produced in a major precast/prestressed operation.  The information presented in the paper shows that the polycarboxylate-based high-range water-reducing admixture has provided uniformity and flexibility in both the design of concrete mixtures and the production of various precast/prestressed units.  More importantly, significant economic benefits have been realized in the day-to-day concreting operations of the precast plant by switching from a conventional product to the polycarboxylate-based high-range water-reducing admixture.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Aesthetics
KW  - Compressive strength
KW  - Economic benefits
KW  - High-range water reducing admixtures
KW  - Mix design
KW  - Polycarboxylate
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Quality assurance
KW  - Slump test
KW  - Water reducing agents
KW  - Workability
UR  - https://trid.trb.org/view/924855
ER  - 

TY  - CONF
AN  - 01165113
AU  - de Sensale, G Rodriguez
AU  - Molin, Denise C C Dal
AU  - Precast/Prestressed Concrete Institute
TI  - Study of High Performance Concrete Regarding the Effects of Rice-Husk Ash Substitution
SN  - 0937040657
PY  - 2000
SP  - pp 135-144
AB  - The purpose of this research study was to investigate experimentally the mechanical behavior of high performance concrete containing rice-husk ash (RHA)..  In addition to the effects of the percentage of RHA and the water cementitious materials ratio on the properties investigated, the properties of the RHA concrete were also compared with those of portland cement concrete without RHA.  It was concluded that the concrete with highly pozzolanic RHA also showed excellent performance, better compressive strength than the control concrete, and its resistance to splitting tensile, modulus of rupture and modulus of elasticity were similar to those of control concrete.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - High performance concrete
KW  - Mechanical properties
KW  - Modulus of elasticity
KW  - Modulus of rupture
KW  - Rice husk ash
KW  - Tensile properties
KW  - Water cement ratio
UR  - https://trid.trb.org/view/924893
ER  - 

TY  - CONF
AN  - 01165112
AU  - Boyle, Michael J
AU  - Precast/Prestressed Concrete Institute
TI  - Concrete as a Substitute for Granite Cladding Attains High Performance Concrete Consideration as the Result of Exceptional Materials and Production Control
SN  - 0937040657
PY  - 2000
SP  - pp 279-293
AB  - This paper deals with the substitution of high performance concrete (HPC) for granite cladding of prestressed concrete sheet piles.  An extensive review of research pertaining to concrete durability in marine environments was conducted.  The conclusion was that concrete of a specific quality would perform better than granite cladding in the long term durability of prestressed concrete sheet piles.  Specially selected concrete materials, verification of the mixture proportions, and compressive strength and durability characteristics complied with New Jersey Department of Transportation (NJDOT) specifications.  Most of the performance characteristics found in the 1996 FHWA HPC Performance Guide were adopted by NJDOT by change order.  The extended parameters describe a new HPC grade.  The project could not be undertaken without a thoroughly comprehensive quality assurance/quality control (QA/QC) program.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Compressive strength
KW  - Durability
KW  - High performance concrete
KW  - Literature reviews
KW  - Marine environment
KW  - Marine structures
KW  - Quality assurance
KW  - Quality control
KW  - Sheet piling
KW  - Specifications
UR  - https://trid.trb.org/view/925096
ER  - 

TY  - CONF
AN  - 01165111
AU  - Myers, John J
AU  - Precast/Prestressed Concrete Institute
TI  - The Use of Maturity Method as a Quality Control Tool for HPC Bridge Decks
SN  - 0937040657
PY  - 2000
SP  - pp 316-330
AB  - Concrete technology has continued to advance throughout the years in order to meet the demands of designers and innovative structural systems.  In recent years, the application of high performance concrete (HPC) to highway structures has been observed.  HPC bridges not only incorporate members with generally low surface area to volume ratios, but also incorporate high contributions of cementitious materials within the mix constituents.  This higher content of cementitious materials often results in higher temperature development during hydration.  To investigate the applicability of the maturity method for HPC bridge decks given these concerns, six bridge decks were instrumented and monitored in Texas as part of two Strategic Highway Research Program (SHRP) sponsored HPC bridge projects.  The study included the investigation of five different mix designs, four of which were designated as HPC.  This paper presents the results of said study and discusses the applicability of the use of the method as a quality control tool for HPC bridge decks.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge decks
KW  - Cement content
KW  - Field studies
KW  - High performance concrete
KW  - Maturity method
KW  - Mix design
KW  - Quality control
UR  - https://trid.trb.org/view/925175
ER  - 

TY  - CONF
AN  - 01165110
AU  - Schokker, A J
AU  - Breen, J E
AU  - Kreger, M E
AU  - Precast/Prestressed Concrete Institute
TI  - High Performance Grouts for Durable Post-Tensioned Bridges
SN  - 0937040657
PY  - 2000
SP  - pp 162-172
AB  - The grout injected into a port-tensioning duct is often the last line of defense against corrosion of the tendon.  Corrosion protection of the post-tensioning system is vital to the integrity of the structure because loss of post-tensioning can result in catastrophic failure.  Inspection of the tendons is frequently difficult, particularly for internally post-tensioned structures, and severe corrosion may go unnoticed in a tendon due to the lack of obvious visible warning signs.  A series of tests for workability and bleed resistance along with accelerated corrosion tests were used to develop high performance grouts that combine favorable fresh properties with good corrosion protection.  The grouts were then pumped into a large-scale clear draped parabolic duct to observe their workability, flow behavior, and bleed resistance under simulated field conditions.  Due to the increased importance of bleed resistance in structures with large vertical rises, two high performance grout designs were developed.  A fly ash grout was developed for primarily horizontal applications and a grout showing strong thixotropic properties was developed for vertical applications.  Post-tensioned beam specimens were fabricated for long-term corrosion testing.  These specimens include the fly ash and anti-bleed grouts developed in the grout testing phase along with the Texas Department of Transportation standard grout.  The long-term corrosion testing is ongoing.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bleed resistance (Materials)
KW  - Corrosion protection
KW  - Corrosion tests
KW  - Ducts
KW  - Fly ash
KW  - Grout
KW  - High performance grout
KW  - Posttensioning
KW  - Thixotropy
KW  - Workability
UR  - https://trid.trb.org/view/924930
ER  - 

TY  - CONF
AN  - 01165109
AU  - Stanish, K D
AU  - Hooton, R D
AU  - Thomas, M D A
AU  - Precast/Prestressed Concrete Institute
TI  - A Rapid Migration Test for Evaluation of the Chloride Penetration Resistance of High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 358-367
AB  - The use of appropriately designed high performance concrete (HPC) is an effective way of minimizing the rate of chloride ingress and thus delaying the onset of corrosion in structures constructed in a chloride-exposed environment.  To prove its effectiveness for chloride penetration resistance, a rapid test is needed to evaluate HPC mixtures, as well as for quality control of field concrete.  A rapid migration test (RMT) has been examined as part of a FHWA contract for these purposes.  This test is capable of providing results on HPC cylinders or cores within 3 to 7 days.  This new test answers some of the criticisms of the current rapid test method:  AASHTO T277/ASTM C1202.  The RMT is less affected by the presence of conductive ions (e.g., corrosion inhibitors) than the Rapid Chloride Permeability Test (RCPT), the applied voltage is generally lower so there is no temperature increase during testing, and the actual ingress of chloride ions (depth of penetration) is evaluated.  In addition, the test result can be used to calculate diffusion coefficients as inputs to service-life and life-cycle cost models.  In this paper, results from the RMT and RCPT are compared with long-term bulk diffusion measurements.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Chloride penetration
KW  - Cores (Specimens)
KW  - Diffusion coefficients
KW  - High performance concrete
KW  - Laboratory tests
KW  - Rapid chloride permeability tests
KW  - Rapid migration test
UR  - https://trid.trb.org/view/925886
ER  - 

TY  - CONF
AN  - 01165108
AU  - Konig, Gert
AU  - Krumbach, Robert
AU  - Friedemann, Karen
AU  - Seyfarth, Katrin
AU  - Heinrich, Uwe
AU  - Precast/Prestressed Concrete Institute
TI  - Investigations on Durability of High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 350-357
AB  - The basis for the present investigations are the unusual observations on High Performance Concrete (HPC) which show a reduction of durability.  Some tests on structural components made from HPC showed that decrease of the compressive strength occurs.  This happened especially if concretes were exposed to high temperatures during the hydration, such as inside a structural component.  Also it was observed that for some HPC the frost deicing salt resistance (FDSR) is considerably lower than expected.  Newer investigations confirm a stronger tendency to the forming of microcracks in concrete with extremely low water cement (w/c) ratios or with increasing age.  The reasons for the stronger formation of microcracks and the resulting concrete properties, especially the durability, are not completely clarified yet.  Therefore, the advantages resulting from the high density of HPC cannot be completely used without taking the durability results into consideration.  The investigation, which started two years ago, shall clarify whether and to what extent a reduced durability is to be expected, what causes this and by what practical steps the risks can be counteracted.  Concrete with different w/c ratios, with and without superplasticizers and silica fume as well as different types of superplasticizers have been applied.  Based on different types of curing after concreting, considerations include concrete investigations, thin section investigations on concrete specimens and investigations of phase compositions in cement stone.  It was found that all investigated specimens showed microcracks both on the surface and inside the concrete. Until now almost all investigations on HPC showed no significant proof (by testing the freeze thaw and deicing resistance) indicating restricted durability.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Aging (Materials)
KW  - Compressive strength
KW  - Concrete curing
KW  - Deicing chemicals
KW  - Durability
KW  - High performance concrete
KW  - Hydration
KW  - Microcracking
KW  - Silica fume
KW  - Structural members
KW  - Superplasticizers
KW  - Temperature
KW  - Water cement ratio
UR  - https://trid.trb.org/view/925885
ER  - 

TY  - CONF
AN  - 01165107
AU  - Rochelle, Rodger D
AU  - Precast/Prestressed Concrete Institute
TI  - Corrosion Modeling and Design Specifications for a 100 Year Service Life Along North Carolina's Outer Banks
SN  - 0937040657
PY  - 2000
SP  - pp 43-54
AB  - High performance concrete (HPC) is rapidly gaining prominence in highway construction for advantages of both strength and durability.  Unfortunately, the concept of designing for durability is a bit more elusive than the quest for high strength.  The author presents a design methodology implemented in North Carolina that addresses the comparative evaluation of corrosion mitigation measures available through the use of HPC.  North Carolina's major coastal structures are designed for a 100 year service life by investigating the durability of each structural element within the bridge independently.  Fick's Second Law of Diffusion is modeled to optimize the design for durability.  The relative merits of various corrosion mitigation techniques are determined to develop a treatment scheme for each element.  Various permutations of these measures are explored, including the effects of pozzolans, chemical admixtures, and design geometry, as well as anticipated environmental exposure.  The paper discusses the method by which the model's input parameters are selected, the data collection, and the in-house research conducted to support model input parameters.  The relative merits of prescriptive and performance specifications for HPC are addressed with respect to North Carolina's design procedure.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Bridge design
KW  - Coastal engineering
KW  - Corrosion resistance
KW  - Durability
KW  - High performance concrete
KW  - Outer Banks (North Carolina)
KW  - Pozzolan
KW  - Service life
KW  - Specifications
UR  - https://trid.trb.org/view/924857
ER  - 

TY  - CONF
AN  - 01165106
AU  - Helland, Steinar
AU  - Precast/Prestressed Concrete Institute
TI  - Chloride Penetration into Concrete with Lightweight Aggregates
SN  - 0937040657
PY  - 2000
SP  - pp 256-265
AB  - Chloride induced corrosion is a major challenge for marine concrete structures.  During the last one and a half decades much emphasis has been put to develop reliable service life models for such structures.  In Norway, Selmer ASA has developed a modification to the traditional Fick's second law of diffusion for the initiation period of corrosion.  The paper describes the model in general and in particular illustrates the behavior of modern lightweight concrete exposed to a marine environment.  The model is also used for a parameter study of the influence of various curing and exposure regimes.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Chloride penetration
KW  - Corrosion
KW  - Lightweight concrete
KW  - Marine structures
KW  - Mathematical models
KW  - Service life
UR  - https://trid.trb.org/view/925094
ER  - 

TY  - CONF
AN  - 01165105
AU  - Saje, F
AU  - Saje, D
AU  - Kavcic, F
AU  - Precast/Prestressed Concrete Institute
TI  - Time Development of Shrinkage of High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 99-108
AB  - In the framework of the performed laboratory tests, the authors researched the influence of constituent materials of fresh concrete mixture and water-binder ratio on the amount and time development of autogenous and total shrinkage of high performance concrete.  The experiments were carried out under scheduled conditions of humidity and ambient temperature.  For the sake of comparison, the authors also measured the respective amounts of autogenous and total shrinkage of a standard concrete featuring the same consistency and an adequate water-binder ratio.  The paper presents the results of measuring autogenous and total shrinkage of high strength and normal strength concretes with different water-binder ratios ranging between 0.28 and 0.52, yet the same consistency achieved by adding chemical admixtures.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Admixtures
KW  - Autogenous shrinkage
KW  - Consistency
KW  - High performance concrete
KW  - Laboratory tests
KW  - Mix design
KW  - Shrinkage
KW  - Water cement ratio
UR  - https://trid.trb.org/view/924890
ER  - 

TY  - CONF
AN  - 01165104
AU  - Rahman, Md Atiqur
AU  - Ayano, Toshiki
AU  - Sakata, Kenji
AU  - Precast/Prestressed Concrete Institute
TI  - Model to Predict Reinforcement Restrained Shrinkage Deformation of High-Strength Concrete Element
SN  - 0937040657
PY  - 2000
SP  - pp 216-225
AB  - The purpose of this study is to explore the reinforcement restrained shrinkage deformation of high-strength concrete elements.  An experimental program was carried out to observe free shrinkage, restrained shrinkage, shrinkage induced steel strain, compatibility of steel and concrete strains, and development and the possible effects of microcracking on the resultant deformation.  A model is proposed to predict reinforcement restrained shrinkage deformation of high-strength concrete elements.  The model incorporated a parameter termed as "shrinkage damage parameter" to include the microcracks due to restrained shrinkage.  The present model gives good improvement in the prediction of reinforcement restrained shrinkage deformation of high-strength concrete elements.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge decks
KW  - Deformation
KW  - High strength concrete
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Microcracking
KW  - Reinforced concrete pavements
KW  - Reinforcement (Engineering)
KW  - Shrinkage
UR  - https://trid.trb.org/view/925090
ER  - 

TY  - CONF
AN  - 01165103
AU  - Vidican, I
AU  - Petrou, M F
AU  - zur Loye, H
AU  - Harries, K A
AU  - Precast/Prestressed Concrete Institute
TI  - HPC Mix Characterization Using X-Ray Diffraction and Electron Microprobe Analyses
SN  - 0937040657
PY  - 2000
SP  - pp 145-153
AB  - Traditionally, concrete mixes are designed by testing a large number of trial mixtures.  Compression testing is the most common method of evaluating the performance of concrete mix design.  It is well known that the compound composition of the cementitious materials has a direct correlation with the strength of concrete and its development with time.  This paper demonstrated that it is feasible to reduce the number of trial mixes necessary to design a high performance concrete mix.  Some of the variables involved in the high performance concrete design are related to the proportions of cementitious materials (portland cement, silica fume, and fly ash).  A method is presented to select the proportions of cementitious materials for a required strength and time based on cement chemistry.  The compound composition of a small amount of several cementitious material mixes is determined using X-Ray Diffraction and Electron Microprobe techniques and can be used for optimization.  Mortar cubes prepared using each mixture of cementitious material are tested under uniaxial compression.  The results obtained from mortar cube testing are consistent with those obtained from X-Ray Diffraction and Electron Microprobe analyses.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Cement content
KW  - Electron microprobe analysis
KW  - Fly ash
KW  - High performance concrete
KW  - Materials characterization
KW  - Mix design
KW  - Optimization
KW  - Portland cement
KW  - Silica fume
KW  - Uniaxial compression
KW  - X-ray diffraction
UR  - https://trid.trb.org/view/924928
ER  - 

TY  - CONF
AN  - 01165102
AU  - Obla, Karthik
AU  - Hill, Russell
AU  - Thomas, Michael D
AU  - Hooton, R D
AU  - Precast/Prestressed Concrete Institute
TI  - Durability of Concrete Containing Fine Pozzolan
SN  - 0937040657
PY  - 2000
SP  - pp 126-134
AB  - The incorporation of pozzolans such as fly ash enhances concrete durability by reducing permeability, increasing resistance to alkali silica reaction (ASR), sulfate attack, corrosion attack, etc.  It has long been recognized that the activity of fly ash is much improved by increasing its fineness.  Fine fly ash can be manufactured by grinding or by selective classification using air classifiers.  In the past both of these approaches have typically been cost prohibitive.  However, recently it has become possible to commercially manufacture an ultra fine fly ash (UFFA) with an average particle size of approximately 3 micrometer (90% passing 7 micrometer) in large quantities.  This paper discusses the fresh and hardened properties of concrete made with UFFA.  Certain durability testing for Rapid Chloride Penetration Resistance, chloride diffusivity, ASR, and sulfate attack were also conducted.  Similar early strengths and durability measures of silica fume concrete were observed, provided a slightly higher dosage of UFFA was used as well as 10%% less water amount.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Alkali silica reactions
KW  - Concrete
KW  - Durability
KW  - Durability tests
KW  - Fineness
KW  - Fly ash
KW  - Pozzolan
KW  - Properties of materials
KW  - Rapid chloride permeability tests
KW  - Sulfate attack
KW  - Ultra fine
UR  - https://trid.trb.org/view/924892
ER  - 

TY  - CONF
AN  - 01165101
AU  - Hansen, M R
AU  - Precast/Prestressed Concrete Institute
TI  - Education Requirements for High Performance Concrete
SN  - 0937040657
PY  - 2000
SP  - pp 19-23
AB  - The recent memo by American Concrete Institute (ACI) president Jo Coke presented a summary of the depressing decline in the quality of concrete and the education of future concrete professionals.  There is "...a national concern about premature deterioration of our infrastructure..." and a long list of complaints but no way to pinpoint who is responsible for the declining durability of our concrete.  In reality, everyone involved in the concrete industry is to blame.  With the recent advances in High Performance Concrete (HPC) it is frustrating to see the durability of concrete declining.  The quality of concrete and one's "concrete education" are related, and both should be of interest to every party involved in a concrete project.  This includes the owner, the contractor, the ready-mix producer, the testing lab, as well as the engineer.  The universities have definite responsibilities for the education of the engineers but limited opportunities for the education of the other concrete personnel.  If all parties are willing to commit the effort and resources to obtain and maintain the education of all employees, then the quality of concrete will most likely improve.  Every party, including the university, has a responsibility for the initial and continuing education of those working in the concrete industry.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Concrete
KW  - Continuing education
KW  - Durability
KW  - Education and training
KW  - High performance concrete
KW  - Professional personnel
KW  - Quality assurance
UR  - https://trid.trb.org/view/924854
ER  - 

TY  - CONF
AN  - 01165100
AU  - Precast/Prestressed Concrete Institute
TI  - The Economical Solution for Durable Bridges and Transportation Structures. PCI/FHWA/FIB International Symposium on High Performance Concrete, September 25-27, 2000, Orlando, Florida, U.S.A. Symposium Proceedings
SN  - 0937040657
PY  - 2000
SP  - 847p
AB  - The Symposium Proceedings contain papers presented at the PCI/FHWA/FIB International Symposium on High Performance Concrete, which was held in Orlando, Florida on September 25-27, 2000.  The symposium addressed the research, design, construction, performance and benefits of High Performance Concrete (HPC).  HPC is engineered to achieve enhanced durability and/or strength characteristics while ensuring adequate constructability.  The papers are organized according to the nine sessions, which are as follows:  (A) General History, Marketing and Implementation; (B) Materials and Mix Design; (C) Laboratory Research and Future Direction; (D) Quality Concepts, Fabrication and Transportation; (E) Construction Techniques; (F) Structural Design and Concepts; (G) Structural Performance and Code Requirements; (H) FHWA Showcase Projects and Case Studies; and (I) FIB's Approach to High Performance Concrete Structures.
U1  - PCI/FHWA/FIB International Symposium on High Performance ConcretePrecast/Prestressed Concrete InstituteFederal Highway AdministrationFederation Internationale du BetonOrlando,Florida,United States StartDate:20000925 EndDate:20000927 Sponsors:Precast/Prestressed Concrete Institute, Federal Highway Administration, Federation Internationale du Beton
KW  - Bridge decks
KW  - Bridges
KW  - Case studies
KW  - Compressive strength
KW  - Conferences
KW  - Constructability
KW  - Construction
KW  - Durability
KW  - Girders
KW  - High performance concrete
KW  - History
KW  - Laboratory tests
KW  - Marketing
KW  - Mix design
KW  - Piles (Supports)
KW  - Quality control
KW  - Railroad ties
KW  - Structural design
KW  - Structural performance
UR  - https://trid.trb.org/view/924800
ER  - 

TY  - RPRT
AN  - 01127317
AU  - Department of Transportation
AU  - Federal Highway Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - National Highway Traffic Safety Administration
TI  - Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book
PY  - 2000
SP  - 584p
AB  - This report documents the 2000 edition of the Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book. It references and briefly describes the ITS research projects, tests and studies initiated through September 1999 and sponsored by the modal administrations of the U.S. Department of Transportation: Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and National Highway Traffic Safety Administration (NHTSA). The projects referenced describe ITS activities which support the development of user services, national compatibility planning, deployment, and program assessment. In-progress and completed research activities of the modal administrations are descriptively profiled and indexed under the following program areas: Metropolitan ITS Infrastructure; Rural and Statewide Infrastructure; Commercial Vehicle ITS Infrastructure; Intermodal Freight; Intelligent Vehicle Initiative; Evaluation/Program Assessment; Architecture, Standards and National Compatibility Planning; and Mainstreaming. This report includes an introductory discussion of the components and near/long-term goals of the Department's National ITS Program, including efforts to achieve national deployment of advanced technologies.
KW  - Commercial vehicle operations
KW  - Evaluation and assessment
KW  - Freight transportation
KW  - Intelligent transportation systems
KW  - Intelligent Vehicle Initiative
KW  - Intermodal transportation
KW  - Metropolitan areas
KW  - Research projects
KW  - Rural highways
KW  - State highways
KW  - System architecture
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/11864.pdf
UR  - https://trid.trb.org/view/887778
ER  - 

TY  - RPRT
AN  - 01111572
AU  - Federal Highway Administration
TI  - Budgetary Implications of ITS/CVO for State Agencies
PY  - 2000
SP  - 102p
AB  - This study presents a framework for estimating direct financial benefits and costs to state agencies of investing in ITS/CVO applications. The institutional focus of this study is state agencies. The range of benefits catalogued for this analysis is thus restricted to changes in direct costs such as labor, supplies, and changes in revenues from sources such as citations and fuel tax payments. The costs shown in the study are restricted to the expenses necessary to install and operate ITS/CVO applications.
KW  - Budgeting
KW  - Commercial vehicle operations
KW  - Direct costs
KW  - Economic benefits
KW  - Intelligent transportation systems
KW  - Investments
KW  - State departments of transportation
UR  - http://ntl.bts.gov/lib/16000/16300/16391/PB2000103631.pdf
UR  - https://trid.trb.org/view/870982
ER  - 

TY  - RPRT
AN  - 01109097
AU  - Selk, Rachel
AU  - Underwood, Steven
AU  - University of Michigan, Ann Arbor
AU  - Federal Highway Administration
TI  - Final Focus Group Report: Traveler Behavior. FAST-TRAC Phase III Deliverable. No. 16A Final Focus Groups Report
PY  - 2000
SP  - 20p
AB  - The FAST-TRAC (Faster and Safer Travel through Traffic Routing and Advanced Controls) Operational Field Test (OFT) is an Intelligent Transportation Systems (ITS) project being conducted in Southeast Michigan, largely within Oakland County. The project involves the deployment and testing of both an Advanced Traffic Management System (ATMS) and an Advanced Traveler Information System (ATIS). The ATMS includes over 200 computer controlled traffic signals (SCATS) and new video image processing technology for vehicle detection (Autoscope). The ATIS is Ah-Scout route guidance which provides turn-by-turn directions to a destination selected by the driver. Guidance is communicated to the vehicle via roadside beacons that use infrared radiation to communicate with the vehicles.
KW  - Advanced traffic management systems
KW  - Advanced traveler information systems
KW  - Highway traffic control
KW  - Intelligent transportation systems
KW  - Michigan
KW  - Route guidance
KW  - Travel behavior
UR  - http://ntl.bts.gov/lib/16000/16700/16715/PB2000104553.pdf
UR  - https://trid.trb.org/view/868424
ER  - 

TY  - RPRT
AN  - 01109083
AU  - Federal Highway Administration
TI  - Federal Size Regulations for Commercial Motor Vehicles
PY  - 2000
SP  - 12p
AB  - The Table of Contents lists the following headings: Introduction; Width limits; Length limits (Truck Tractor-Semitrailer Combinations, Truck Tractor-Semitrailer-Trailer Combinations, Buses, Grandfathered Semitrailer Lengths, Specialized Equipment); Length and Width Exclusive Devices; National network; Reasonable access; ISTEA Freeze; Citations.
KW  - Buses
KW  - Commercial vehicles
KW  - Length
KW  - Regulations
KW  - Size
KW  - Tractor trailer combinations
KW  - Trucks
KW  - Width
UR  - http://ntl.bts.gov/lib/17000/17000/17002/PB2000106782.pdf
UR  - https://trid.trb.org/view/868325
ER  - 

TY  - SER
AN  - 01105704
JO  - VTRC ;
AU  - FREEMAN, THOMAS E
AU  - Federal Highway Administration
AU  - Virginia Transportation Research Council
TI  - A case study evaluation of the use of video technology in concrete pavement evaluation
PY  - 2000
SP  - iii, 5 p. ;
KW  - Automatic data collection systems
KW  - Concrete pavements
KW  - Condition surveys
KW  - Image processing
KW  - Information processing
KW  - Inspection
KW  - Inspection equipment
KW  - Maintenance
KW  - Management
KW  - Technological innovations
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r21.pdf
UR  - https://trid.trb.org/view/865316
ER  - 

TY  - RPRT
AN  - 01074068
AU  - Federal Highway Administration
TI  - Route 50 west-central corridor location study, Sedalia to St. Martins, Pettis, Cooper, Morgan, Moniteau, and Cole counties : environmental impact statement
PY  - 2000///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/833462
ER  - 

TY  - RPRT
AN  - 01074046
AU  - Federal Highway Administration
TI  - State trunk highway 113, Wisconsin river crossing at Merrimac, Columbia and Sauk counties : environmental impact statement
PY  - 2000///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/833440
ER  - 

TY  - RPRT
AN  - 01073975
AU  - Federal Highway Administration
TI  - State route (North Parkway), from state route 13 to state route 76, Clarksville, Montgomery County : environmental impact statement
PY  - 2000///Volumes held: Draft
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/833369
ER  - 

TY  - RPRT
AN  - 01073950
AU  - Federal Highway Administration
TI  - Route 22, I-684 to C.R. 65, Town of Southeast, Putnam County [PIN 8130.64.102] : environmental impact statement
PY  - 2000///Volumes held: D, DappC (folio), Phase II (contaminated materials) investigation of properties affected by PIN 8130.64.102 (B1), Growth induced indirect/secondary and cumulative impacts technical report (B2), Energy technical report (B3), Surface water qua
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/833344
ER  - 

TY  - RPRT
AN  - 01073813
AU  - Federal Highway Administration
TI  - U.S. Route 65, Livingston County, Missouri, 1.3 mile north of Missouri Route 190 to Route H, U.S. route 36, Livingston County, Missouri, 4 miles east of to 2 miles west of Route 65, Section 4(f) evaluation : environmental impact statement
PY  - 2000///Volumes held: Draft
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/833207
ER  - 

TY  - RPRT
AN  - 01073802
AU  - Federal Highway Administration
TI  - Mon/Fayette transportation project, Uniontown to Brownsville area, section 4(f) evaluation/section 404 permit application : environmental impact statement
PY  - 2000///Volumes held: Draft(2v), Final(3v)
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/833196
ER  - 

TY  - RPRT
AN  - 01073774
AU  - Federal Highway Administration
TI  - Augusta River crossing study, Kennebec County, Maine : environmental impact statement
PY  - 2000///Volumes held: Draft, Final, Natural resource report B1
KW  - Environmental impact statements
KW  - Maine
UR  - https://trid.trb.org/view/833166
ER  - 

TY  - RPRT
AN  - 01073773
AU  - Federal Highway Administration
TI  - Loop 1 extension from FM 734 to proposed SH 45, Travis and Williamson Counties, Texas : environmental impact statement
PY  - 2000///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/833165
ER  - 

TY  - RPRT
AN  - 01073767
AU  - Federal Highway Administration
TI  - State Highway 45 from Anderson Mill Road to FM 685, Williamson and Travis Counties, Texas : environmental impact statement
PY  - 2000///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/833159
ER  - 

TY  - RPRT
AN  - 01073737
AU  - Federal Highway Administration
TI  - Morgan County, US 522, Virginia State Line to Maryland State Line : environmental impact statement
PY  - 2000///Volumes held:D, F
KW  - Environmental impact statements
KW  - West Virginia
UR  - https://trid.trb.org/view/833129
ER  - 

TY  - RPRT
AN  - 01073720
AU  - Federal Highway Administration
TI  - Meigs-124-21.16, Relocating SR124 and US33, Meigs County : environmental impact statement
PY  - 2000///Volumes held:D, Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/833112
ER  - 

TY  - RPRT
AN  - 01073719
AU  - Federal Highway Administration
TI  - SR 423 (John Young Parkway), From SR50 to SR 434, Orange County : environmental impact statement
PY  - 2000///Volumes held:D, F
KW  - Environmental impact statements
KW  - Florida
UR  - https://trid.trb.org/view/833111
ER  - 

TY  - RPRT
AN  - 01062343
AU  - Federal Highway Administration
TI  - WA-16/Union Avenue Vicinity to WA-302 Vicinity of Tacoma Improvements : environmental impact statement
PY  - 2000///Volumes held: Draft, Draft Appendix, F(3v)
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/821840
ER  - 

TY  - RPRT
AN  - 01062290
AU  - Federal Highway Administration
TI  - Great River Bridge, US 65 in AR to MS-8 in MS [AR,MS] : environmental impact statement
PY  - 2000///Volumes held: Draft, Draft Appendix, Supplement to the draft, Final
KW  - Arkansas
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/821787
ER  - 

TY  - RPRT
AN  - 01062277
AU  - Federal Highway Administration
TI  - US-190 Corridor from FM2657 to East City Limits of Copperas Cove, Transportation Improvements, Major Investment Study, Coryell County / Lampasas County : environmental impact statement
PY  - 2000///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/821773
ER  - 

TY  - RPRT
AN  - 01062247
AU  - Federal Highway Administration
TI  - AZ-260 transportation improvements, between Payson and Heber, Gila County, Coconino County, Navajo County : environmental impact statement
PY  - 2000///Volumes held: Draft, Final
KW  - Arizona
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/821743
ER  - 

TY  - CONF
AN  - 01045244
AU  - Trueblood, Michael
AU  - Kary, Thomas
AU  - Transportation Research Board
TI  - Utilizing CORSIM and GIS to Develop Alternatives For Improved Traffic Operations Along Highway 2 Minot, North Dakota
PY  - 2000
SP  - 13p
AB  - The City of Minot commissioned an update to the Transportation Plan for US Highway 2 between US Highway 83 and the Burdick Expressway. The potential for growth along this corridor for the next 20 years is relatively high for a city with an existing population of 35,000. The existing Highway 2 corridor has several uncontrolled access points that lessen driver expectancy along a typical highway. The purpose of the study was to assess traffic operations for the existing and future conditions on the existing roadway and determine viable alternatives to mitigate possible congestion areas. The traffic simulation was performed using the CORSIM program. Field traffic conditions such as queue lengths and speeds were used to calibrate the simulation of existing conditions. Sophisticated customized programming was utilized to efficiently extract, calculate, and summarize key signalized and unsignalized intersections as well as corridor wide measures of effectiveness (MOEs) from the numerous computer simulations performed. Evaluated MOEs included travel times and level of service. In addition to the traffic simulation, a GIS was used to help demonstrate that an increase in traffic through the uncontrolled access points along Highway 2 could increase already high accident locations. A GIS summarized a database of over 7,000 accident records within the city. The GIS was used to extract several accident characteristics including frequency, type, and severity. The analysis and presentation tools of the GIS were used to demonstrate that corridor wide improvements could alleviate some of the safety-related problems within the corridor. This case study presents a detailed workflow in approaching diverse but inter-related objectives, including quality control, utilizing GIS, and custom programming to efficiently and concisely present detailed MOEs and accident data.
U1  - Seventh National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationMack-Blackwell Transportation CenterLittle Rock,Arkansas,United States StartDate:20000928 EndDate:20000930 Sponsors:Transportation Research Board, Federal Highway Administration, Mack-Blackwell Transportation Center
KW  - Computer programming
KW  - CORSIM (Traffic simulation model)
KW  - Crash data
KW  - Crash rates
KW  - Crash severity
KW  - Crash types
KW  - Geographic information systems
KW  - High risk locations
KW  - Highway operations
KW  - Highway safety
KW  - Level of service
KW  - Measures of effectiveness
KW  - Minot (North Dakota)
KW  - Quality control
KW  - Signalized intersections
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic queuing
KW  - Traffic simulation
KW  - Traffic speed
KW  - Transportation planning
KW  - Travel time
KW  - Unsignalized intersections
UR  - https://trid.trb.org/view/803680
ER  -