TY - CONF AN - 01045237 AU - McKenzie, Jim AU - Transportation Research Board TI - Project Design Review In The TIP Process PY - 2000 SP - 12p AB - Metroplan, the MPO for the Little Rock-North Little Rock MSA, requires a design review process of all federally funded transportation projects on its TIP. This requirement applies whether the project is sponsored by local governments, the transit provider or by the state DOT. Metroplan is a Transportation Management Area (TMA) and has its own sub-allocation of STP funds. However, this process could work equally well for small MPOs. Project design was a very important concern of the region’s citizens in the development of the metropolitan transportation plan, METRO 2020 plan. For a number of reasons, those design concerns were not finding their way into the engineering drawings of projects. Consequently, in 1997 the TIP process was amended to require project design review at the regional level before final project approval. The practice of design review ensures that projects will be built as they are originally proposed, containing all of the design elements required in the plan. In practice, some jurisdictions were cutting key elements from the project during PE, usually to save money. The design review process works as follows. Projects are submitted by member governments for inclusion in the three year TIP. When a project is selected for funding, however, only preliminary engineering is put on the annual element of the TIP. When a project design is substantially complete, it is submitted to the Metroplan staff and the Technical Coordinating Committee for design review and recommendations. The MPO staff review the project design for consistency with the regional goals and objectives, with adopted local plans and with the original project submittal. The Technical Coordinating Committee often offers more technically oriented suggestions and will often put conditions on the project design. The TCC and staff recommendations are presented to the MPO Board for final approval. Design conditions placed on the project by the Board are binding on the proposing jurisdiction. Right-of-way and construction funding are then advanced to the annual element of the TIP. 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 - Design KW - Design review programs KW - Financing KW - Little Rock (Arkansas) KW - Metropolitan planning organizations KW - North Little Rock (Arkansas) KW - Project evaluation KW - Project management KW - Strategic planning KW - Transportation Improvement Programs KW - Transportation planning KW - Transportation projects UR - https://trid.trb.org/view/803622 ER - TY - CONF AN - 01045234 AU - Tippett, John C AU - Transportation Research Board TI - 12 Years Of Project Evaluation: Applying The Benefits Matrix Model In Hickory-Newton-Conover, NC PY - 2000 SP - 7p AB - This paper describes the application of a procedure for evaluating proposed highway projects in an urban area of 120,000 population. The benefits matrix model was developed by Marion R. Poole, PhD. P. E., of the NC Department of Transportation and was first applied for project evaluation in the Hickory-Newton-Conover Urban Area in 1988 and subsequently in 1998. The model consists of the identification and quantification of five elements which can be used to evaluate competing urban highway projects. These five elements are: 1) user benefits, 2) costs, 3) economic development potential, 4) environmental impact, and 5) relationship of the project to the State arterial system. Quantification of user benefits and comparison with project costs enables the Metropolitan Planning Organization (MPO) to evaluate the cost effectiveness of the project and provides a basis for comparison between competing projects. Cost information is also important in developing a fiscally constrained long-range transportation plan and for short-range construction priorities. The cost estimates guide the MPO in developing a priority list of projects that can be realistically undertaken. Evaluation of projects on the basis of their probable economic and environmental impacts is in keeping with local and state objectives to encourage economic development and to preserve and enhance the environment. The paper also describes the balance between establishing priorities for an urban area that consists of eleven (11) local governments and the political realities of the process. Topics such as multi-modal transportation planning, air quality issues, environmental justice planning, citizen participation, establishment of goals and objectives, safety issues and congestion management planning have been incorporated into the planning process. Their relationship with the original benefits matrix model is also discussed. 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 - Air quality KW - Arterial highways KW - Benefits KW - Congestion management systems KW - Cost effectiveness KW - Cost estimating KW - Costs KW - Economic development KW - Economic impacts KW - Environmental impacts KW - Environmental justice KW - Highway safety KW - Local government KW - Long range planning KW - Matrix analysis KW - Metropolitan planning organizations KW - Multimodal transportation KW - North Carolina KW - Politics KW - Project evaluation KW - Public participation KW - Road construction KW - Strategic planning KW - Transportation planning KW - Urban areas KW - User benefits UR - https://trid.trb.org/view/803674 ER - TY - CONF AN - 01045231 AU - DeCorla-Souza, Patrick AU - Transportation Research Board TI - Value Pricing Pilot Program In Small Urban Areas PY - 2000 SP - 12p AB - Value pricing, also called congestion pricing, uses fees which vary by time-of-day and location of use to reduce congestion. Value pricing can provide improved service to transportation users, reduce emissions, makes more efficient use of existing transportation capacity, and reduce the need for future capacity expansion. It is horizontally equitable, i.e., those who are responsible for generating the need for additional capacity are faced with some or all of the costs to pay for that capacity. The concept of assessing relatively higher prices for travel during peak congestion periods is the same as that used in the private sector of the economy to respond to peak-use demands. Airlines and hotels offer off-peak discounts, and public utilities offer peak/off-peak pricing plans. Through the Value Pricing Pilot Program of the Transportation Equity Act for the 21st Century (TEA-21), the Federal Highway Administration (FHWA) supports State and local efforts to plan, test and evaluate this market-based concept. FHWA supported the implementation of 3 projects under the predecessor Congestion Pricing Pilot Program established by the Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991. One of these was in a small urban area in Lee County, Florida. Two new operating projects have been funded under TEA-21. Also currently underway are 12 pre-project studies funded by FHWA, two of which are in small urban areas. The project implemented in Lee County involves the use of peak/off-peak bridge toll differentials for passenger vehicles. In addition, two studies are getting underway in Lee County. The first involves extending the use of peak/off-peak bridge toll differentials to trucks. The second examines a pricing strategy involving queue-jumps which allow vehicles an opportunity to avoid a congested location (e.g., intersection) by diverting to a priced bypass facility, lane, or route. A concept being studied for implementation in Santa Cruz County, California involves tolling on High-Occupancy Vehicle (HOV) lanes to allow vehicles not meeting HOV occupancy requirements to buy the right to use the HOV lanes. This concept is known as High Occupancy/Toll or HOT lanes. FHWA anticipates additional pre-project study applications in the coming months from several other small urban areas. 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 - Air quality KW - Bridges KW - Bypasses KW - Congestion pricing KW - Costs KW - Equity (Justice) KW - High occupancy toll lanes KW - Highway capacity KW - Lee County (Florida) KW - Location KW - Peak hour traffic KW - Periods of the day KW - Pilot studies KW - Pollutants KW - Road pricing KW - Santa Cruz County (California) KW - Small cities KW - Tolls KW - Traffic congestion KW - Transportation Equity Act for the 21st Century KW - Trucks UR - https://trid.trb.org/view/803625 ER - TY - CONF AN - 01045229 AU - Reiff, Bud AU - Schwetz, Tom AU - Transportation Research Board TI - Responding To Complexity: The Development And Uses Of Household Activity Survey Data In A Medium-Sized MPO PY - 2000 SP - 12p AB - In recent years, many small MPOs have been facing an increasingly complex set of policy questions in the development of regional transportation plans. Whether through state-level planning and development requirements or local interest in growth management or “smart growth”, transportation planners in smaller urban areas are being asked to provide the technical basis for an intricate set of public policy and investment decisions. These decisions require consideration of the tradeoffs among multiple modes, their interrelationship with existing and future land use patterns, and an understanding of the likely behavioral impacts of alternative sets of policy tools. In this context, the typical travel behavior data available to small MPOs is not adequate. Traffic counts show end results of travel decisions and are of limited usefulness for analysis and planning. Census data, while excellent for analyzing work travel patterns, is limited. Transferable parameters such as those available in NCHRP 365 are useful for single-mode models, but do not necessarily reflect unique local characteristics, e.g., effects of major employer such as state offices or university; external distribution patterns. Moreover, without local data, you cannot discern how “typical” your area is. Recognizing this, the MPOs and State DOT of Oregon have teamed together to develop a model improvement program. At its core has been the conduct in 1994 of a Household Activity Survey in all 4 MPOs – Portland, Eugene- Springfield, Salem, and Medford. This joint approach has proven to be a very cost-effective means for the smaller MPOs to obtain this data. The data has proven to be valuable in both for model improvements and specific applications. This paper relates the Eugene-Springfield area’s experience in conducting a Household Activity Survey and describes the uses to which the data have been put since its collection in 1994. The paper begins by describing the current policy context in which transportation modeling takes place and the data and analysis needs created by the policy framework. It then provides an overview of the general approach taken in Oregon for model improvement. The specific applications of Household Survey data are then described in more detail, highlighting the longer-term value of this data to the Eugene- Springfield area. 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 - Activity choices KW - Eugene (Oregon) KW - Households KW - Medium sized cities KW - Metropolitan planning organizations KW - Regional transportation KW - Springfield (Oregon) KW - State departments of transportation KW - Surveys KW - Transportation planning KW - Utilization UR - https://trid.trb.org/view/803633 ER - TY - CONF AN - 01045219 AU - Marshment, Richard S AU - Wedel, Kenneth R AU - Transportation Research Board TI - Methods Of Forecasting Changes In Rural Public Transportation Patronage Resulting From Welfare Reform PY - 2000 SP - 15p AB - The major features of welfare reform affecting travel demand are job training and work requirements and the five year life time cap on benefits, which combine to cause an increase in work and school trips. A binary logit model fitted to data collected from rural and small town commuters in Oklahoma, Missouri, and Arkansas, suggests a small but non-zero proportion of rural residents affected by welfare reform legislation will require public transportation to fulfill their work and training obligations. Factors found to influence mode choice in this population include service quality and cost, numbers of licensed drivers in a household, and age of commuter. More data on rural commuter households is needed before an operational forecasting procedure can be deployed. 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 - Age KW - Arkansas KW - Benefits KW - Binary logit models KW - Commuters KW - Costs KW - Drivers KW - Forecasting KW - Households KW - Jobs KW - Logits KW - Missouri KW - Mode choice KW - Oklahoma KW - Public transit KW - Quality of service KW - Ridership KW - Rural areas KW - School trips KW - Small towns KW - Training KW - Travel demand KW - Welfare recipients KW - Welfare reform KW - Work trips UR - https://trid.trb.org/view/803474 ER - TY - CONF AN - 01045218 AU - Walker, Tina AU - Reeder, Phillip AU - Transportation Research Board TI - Travel Demand Model Development For Small Urban Areas PY - 2000 SP - 12p AB - The primary purpose of a corridor or route study is to assess a number of proposed options and identify a preferred solution to address existing and future deficiencies in a corridor. The assessment process typically includes an analysis and evaluation of the character and extent of congestion and mobility problems within the corridor. Travel demand models play a key role during the evaluation process; current planning practice relies on the ability of urban travel demand models to provide the transportation data used as evaluation measures in comparing and assessing the benefits provided by each option or alternative. Unfortunately, when conducting corridor studies in rural or small urban areas with less than 50,000 population a travel demand model may not exist to assist study requirements. Recently, a comprehensive corridor study of US 59 was conducted aimed at determining both short term and long term needs for the facility. Included within the longer term needs and vision for the corridor is the operation and interaction of US 59 with two separate small urban area loop highways and the potential for US 59 to be designated an interstate facility (I-69). The limits of the corridor study encompass two counties (Angelina and Nacogdoches) and the cities of Lufkin and Nacogdoches. An added dimension to the study is the recognition that both Angelina and Nacogdoches Counties have been experiencing rapid population growth (two percent per year) and may ultimately be designated a metropolitan statistical area (MSA). With this in mind it was determined at the onset of the study that an appropriate and beneficial technical approach would involve Major Investment Study (MIS) guidelines. Having structured an approach based upon MIS guidelines, the project subsequently required the development of a travel demand model for the two county region since one did not already exist. In addition, the project schedule required that a model be developed and implemented within a short timeframe. This paper will examine the expeditious development of a travel demand model for a small urban area using transferable travel parameters and existing travel survey data. The paper will review the perceived needs in deciding that a model needed to be developed and summarize model validation results. Additionally, it will describe the integral role the model played in evaluating alternatives and ultimately choosing a preferred alternative. The paper will provide useful information to agencies and small urban areas that do not currently have models and desiring to quickly implement a travel demand model as part of their methodological process. 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 - Alternatives analysis KW - Benefits KW - Highways KW - Metropolitan statistical areas KW - Mobility KW - Needs assessment KW - Population growth KW - Small cities KW - Traffic congestion KW - Traffic models KW - Transportation corridors KW - Transportation planning KW - Travel demand KW - Travel demand management KW - Travel surveys KW - Urban areas UR - https://trid.trb.org/view/803627 ER - TY - CONF AN - 01045217 AU - Smith, John Robert AU - Transportation Research Board TI - Meridian Union Station: Transit Hub and Community Center PY - 2000 SP - 5p AB - The concept for Meridian’s Union Station multi-modal transportation center began to evolve in 1990 as community leaders moved toward the goal of rebuilding what had been a beautiful and bustling rail station, maximizing efficiency by putting all ground transportation under one roof and, in the process, infusing new life into a blighted area of the downtown core. The project also had important historical overtones, as Meridian was a child of the railroads and its growth was inextricably tied to rail commerce. The $7 million project, leveraged with ISTEA money and local funding, included reconstruction of the 1905 Union Station tower and restoration of the east wing of the building. The Mission Revival-style structure was designed to house Amtrak, Greyhound, the Meridian Transit System and the city’s economic development agency, with mezzanine-level spaces for community use. Since its opening 2 ½ years ago, Union Station has not only become a transportation center and a hub of community life, it has also sparked more than $10 million in private investment in the once blighted Depot District of downtown Meridian. 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 - Amtrak KW - Central business districts KW - City planning KW - Community centers KW - Greyhound Lines KW - Ground transportation KW - Historic preservation KW - Meridian Union Station KW - Multimodal transportation KW - Public transit KW - Railroad stations KW - Reconstruction KW - Restoration KW - Structures KW - Transit centers KW - Transportation planning UR - https://trid.trb.org/view/803637 ER - TY - CONF AN - 01045215 AU - Zemotel, Linda M AU - Transportation Research Board TI - Connecting The Dots: Minnesota’s Regional Trade Centers And Interregional Corridors PY - 2000 SP - 13p AB - Travel trends in Minnesota emphasize the need to ensure that travel on highway corridors linking economic centers around the state is safe, reliable, and efficient. The Minnesota Statewide Transportation Plan includes a policy to “enhance safety and access in important interregional corridors” that serve interregional freight and passenger needs by connecting Regional Trade Centers. In 1999, the Minnesota Department of Transportation (Mn/DOT) initiated a study to define a system of interregional corridors that connect these important Regional Trade Centers. The Interregional Corridor Study began by identifying a hierarchy of Regional Trade Centers. The method used to develop the hierarchy of places was based on population and the number and diversity of local businesses in each center. The Regional Trade Center concept provided a way to focus on the Minnesota’s economy and the relationship to a strong transportation system to maintain the economic vitality of the centers. Major state highways connecting these centers were analyzed using technical criteria. The results were refined through extensive public and agency involvement. The outcome was identification of a priority system of interregional corridors providing statewide and interstate transportation services. Using performance measures and performance targets, “mobility risk” corridors performing below target speed or having a risk of signal proliferation were identified. Funding improvements for these “mobility risk” corridors became a key component of Mn/DOT’s ten-year transportation investment strategy. During the 2000 Minnesota State Legislative session, Mn/DOT was successful in receiving funding for improving these interregional corridors. Results from Mn/DOT’s interregional corridors study were used to gather Legislative support for the passage of a major transportation funding bill. Mn/DOT implemented results of the interregional corridor study by developing smart-growth principles and policies to guide planning and investment decisions in the corridors. Corridor management plans use these policies to direct development of Minnesota’s interregional corridor system. 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 - Businesses KW - Decision making KW - Economic benefits KW - Freight transportation KW - Highway corridors KW - Highway travel KW - Intercity transportation KW - Interstate transportation KW - Investments KW - Minnesota KW - Mobility KW - Passenger transportation KW - Performance measurement KW - Policy KW - Population KW - Public participation KW - Regional trade centers KW - Regional transportation KW - Smart growth KW - Trade KW - Traffic signals KW - Traffic speed KW - Transportation planning KW - Trend (Statistics) UR - https://trid.trb.org/view/804132 ER - TY - CONF AN - 01045202 AU - McDonald, Andy AU - Transportation Research Board TI - Duluth-Superior Metropolitan Pedestrian Plan PY - 2000 SP - 12p AB - Walking is the most basic form of transportation; virtually everyone is a pedestrian at some point, even if they only walk from their front door to the car or bus stop. As with bicycling, walking has the potential to play a more important role in our future transportation systems. With many trips less than a mile long, a comfortable walking distance for most people, we need to actively welcome and accommodate pedestrians. A high-quality pedestrian environment can impact a community in many ways: less traffic congestion, more cohesive neighborhoods, increased social interaction, cleaner air, and less crime. Pedestrian issues are especially important for small and medium sized cities, some of which may be experiencing growth but do not yet experience overly congested roadways. It is much easier and less costly to implement policies that would encourage alternatives to single occupant vehicles than to build more roads to accommodate increasing traffic. A balanced transportation system that includes walking, biking, and transit may be more effective in handling the increased demand for mobility that accompanies growth. The purpose of the Metropolitan Pedestrian Plan is to identify policies, programs and projects that will improve the pedestrian environment in the Duluth-Superior area. An improved pedestrian environment is defined as a walkable community where walking is a viable mode of transportation. The Pedestrian Plan sets goals and objectives, examines current conditions, and looks at strategies to improve the pedestrian environment in the Duluth-Superior area. 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 - Air quality KW - Bicycling KW - Communities KW - Crimes KW - Duluth (Minnesota) KW - Medium sized cities KW - Metropolitan areas KW - Mobility KW - Neighborhoods KW - Pedestrian environment KW - Pedestrians KW - Policy KW - Public transit KW - Small cities KW - Social benefits KW - Strategic planning KW - Traffic congestion KW - Transportation planning KW - Urban growth KW - Walkable communities KW - Walking KW - Walking distance UR - https://trid.trb.org/view/803475 ER - TY - CONF AN - 01045198 AU - Serck, Jason AU - Transportation Research Board TI - Trunk Highway 53/194 Hermantown Access Management Plan PY - 2000 SP - 12p AB - The U.S. Highway 53/State Highway 194 Hermantown Access Management Plan focuses on a 5.8-mile corridor in the City of Hermantown, MN, a predominately rural but growing community of 7,600 (1997) persons adjacent to Duluth, MN. This section of roadway is a major transportation link between downtown Duluth, Hermantown, and outlying northern residential communities. It also serves the bulk of traffic traveling between the Iron Range communities of northern Minnesota and the Duluth-Superior area. Access management is defined as an effort to maintain the effective flow of traffic and the safety of the road while accommodating the access needs of adjacent land development. Steady development along the corridor, increasing traffic from rural areas, commercial/residential land use conflicts, environmental concerns, and interrupted traffic flows prompted the Metropolitan Interstate Committee (MIC) to undertake this study. In numerous public forums, representatives from the Minnesota Department of Transportation, the City of Hermantown, the Hermantown Chamber of Commerce, and businesses and residents located along the corridor cooperated to develop the plan’s recommendations. These recommendations included the construction of new service roadways, median crossover treatments, driveway consolidation, and intersection upgrades. When applied, these access management recommendations will lead to: Improved safety for vehicular and pedestrian travel; Preservation of roadway capacity; and Reduction in the need for future system expansion. Hermantown and the surrounding communities will also benefit from these access management techniques by: Promoting orderly development; Preventing community disruption from road widenings or relocations; Sustaining land values; and Enhancing the overall corridor appearance and community character. This example of interagency cooperation and resultant policies and recommendations can be applied to numerous communities. Communication and involvement of the general public and business sector were essential in the success of this plan and need to be a main goal of any agency duplicating the efforts of the MIC. 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 - Access control (Transportation) KW - Communities KW - Driveways KW - Environmental impacts KW - Future KW - Hermantown (Minnesota) KW - Highway capacity KW - Highway planning KW - Highway safety KW - Highway traffic KW - Intersections KW - Land use KW - Medians KW - Modernization KW - Pedestrian safety KW - Primary highways KW - Public participation KW - Road construction KW - Road widening KW - Rural areas KW - Rural development KW - Service roads KW - Small cities KW - Traffic flow KW - Transportation planning UR - https://trid.trb.org/view/803636 ER - TY - CONF AN - 01045194 AU - Walker, Tina L AU - Transportation Research Board TI - The US 59 Corridor Master Plan: A Success Story in East Texas PY - 2000 SP - 8p AB - Corridor analysis, corridor selection and schematic development for 42 miles of new location freeway for the Lufkin District of the Texas Department of Transportation (TxDOT) were recently completed. The facility has been designed to relieve the existing U.S. 59 highway of regional and interstate traffic that is anticipated over a 30 year planning horizon. The proposed facility will ultimately be designated as Interstate 69. TxDOT used a new strategy for project development that incorporated several characteristics of a Major Investment Study and a few innovative techniques to accomplish the study. This paper will present an overview of the successful strategy and innovative techniques in an effort to provide practitioners with alternatives for consideration on other large corridor studies. 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 - Analysis KW - Freeways KW - Highway corridors KW - Highway traffic KW - Innovation KW - Interstate highways KW - Investments KW - Master plans KW - Project development KW - Regional planning KW - Regional transportation KW - Strategic planning KW - Texas KW - Transportation planning UR - https://trid.trb.org/view/803684 ER - TY - CONF AN - 01045192 AU - West, Jim AU - Strauss, Kip AU - Transportation Research Board TI - GIS on the Great Plains: Innovative Transportation Planning Tool Assists Growing Midwest City PY - 2000 SP - 5p AB - Olathe, Kansas is a suburban community of approximately 50,000 persons. Olathe’s Capital Improvement Plan previously identified roadway improvement projects in an arbitrary manner. Points will be made on how a travel demand model helped City Staff identify short and long-term transportation deficiencies. Additionally, focus will be placed on measures of effectiveness which were easily understood by City Staff, City Council and the public. Travel demand models are an effective means of estimating future travel demand. However, these models fall short of allowing planners to analyze, manipulate and display the data in a meaningful way. It is also sometimes difficult to estimate transportation needs based on land uses and development that constantly changes. A discussion will be presented on the development of a link between Olathe’s GIS (ARCVIEW) and their travel demand model (TMODEL2), and how it allowed planners to exchange valuable data between the model and take advantage of GIS capabilities. Land use data, stored in the GIS, can be adjusted to develop and test different land use scenarios. This data can be uploaded to the travel demand model for quick and easy analysis. In addition, travel demand data generated by the model can be downloaded to the GIS for more thoughtful analysis and display of model output. The link between the travel demand model and the city’s GIS is a unique tool that has been developed using ESRI’s ARCVIEW Avenue programming language in combination with visual basic programming language. With this new tool, travel demand model data is now more accessible and usable to a wide range of city staff. Providing a link between the city’s travel demand model and their GIS allowed planners and engineers increased efficiency in problem solving. Thus, decision-makers were presented more meaningful data and clearer solutions. A discussion will focus on providing real world application examples used by Olathe engineers and planners which illustrate clear solutions to local problems. 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 - ArcView KW - Computer programming KW - Development KW - Future KW - Geographic information systems KW - Highway improvement projects KW - Innovation KW - Land use KW - Measures of effectiveness KW - Olathe (Kansas) KW - Suburbs KW - Traffic models KW - Transportation planning KW - Travel demand KW - Travel demand management UR - https://trid.trb.org/view/803638 ER - TY - CONF AN - 01045189 AU - Schutz, Jerry B AU - Transportation Research Board TI - Use of Public Input to Develop Measures of Effectiveness PY - 2000 SP - 12p AB - It is no longer the job of the planner just to get input from the public on their reactions to work done by technical staffs. Instead the public must be involved at the earliest stages of a project or study and the involvement must be meaningful. This paper describes how an extensive list of questions was developed and presented to members of the public to get their input into the development of measures of effectiveness for use on four planning studies conducted in rural and small communities. The list of questions was originally developed from a longer list of MOEs used in urban planning studies and was reduced in size to leave only those MOEs that were applicable to rural and small communities. The MOEs are classified into five categories, transportation performance, financial/economic performance, social impacts, land use/economic development impacts, and environmental impacts. The paper will describe how the list of questions was modified during subsequent applications, how input from the public was merged with input from public officials, and how the MOEs were used in distinctly different studies. Those studies include a corridor study on an Interstate, a national pilot project for merging NEPA and planning, a feasibility study, and a regional plan update. The use of this method of developing MOEs will be compared with other methods. Those filling out the questionnaire included local and state elected officials. Many people expressed appreciation for being asked what their 'values' were at the beginning of the studies. The reader of this paper will benefit by learning of what kinds of MOEs are appropriate for studies in rural and small urban communities, how public input can be collected at an early stage in the study to help develop study criteria, and how this information can be applied in a variety of situations. 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 - Economic development KW - Economic performance KW - Environmental impacts KW - Feasibility analysis KW - Financial performance KW - Interstate highways KW - Land use KW - Measures of effectiveness KW - National Environmental Policy Act of 1969 KW - Performance KW - Public participation KW - Regional planning KW - Rural areas KW - Small cities KW - Social impacts KW - Transportation planning UR - https://trid.trb.org/view/803634 ER - TY - CONF AN - 01045188 AU - Porter, Christopher D AU - Transportation Research Board TI - Toolbox for Regional Policy Analysis PY - 2000 SP - 8p AB - Interest is growing across the nation in the regional-level impacts of both transportation and land use policies. In both large and small metropolitan areas, planners are facing questions regarding the impacts of their decisions on a wide range of factors. Areas of interest include not only traffic congestion and emissions, but also land use, economic development, accessibility, energy consumption, natural habitat, and the distribution of impacts across population groups. However, technical methods to address many of these factors at a transportation systems level rather than a project level are not widely applied or known. To address the growing needs for regional-level analysis methods, the Federal Highway Administration (FHWA) sponsored the development of a “Toolbox for Regional Policy Analysis.” The toolbox includes 10 case studies illustrating technical methods that can be used to assess regional impacts. The toolbox is intended for metropolitan planning organizations (MPOs), state departments of transportation (DOTs), and other agencies or groups. The case studies highlight methods that can be used to assess the impacts of alternative highway or transit investments, freight improvement programs, demand management and systems management, or changes in regional or local land use patterns. In addition to the detailed case studies, the toolbox includes bibliographic information on over 60 additional examples of assessments conducted throughout the country. The toolbox is presented as an HTML-based document, accessible through the FHWA web site at http://www.fhwa.dot.gov/environment/plngtool.htm. 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 - Accessibility KW - Bibliographies KW - Case studies KW - Economic development KW - Energy consumption KW - Exhaust gases KW - Freight transportation KW - Habitat (Ecology) KW - Highways KW - Impacts KW - Investments KW - Land use KW - Metropolitan planning organizations KW - Policy analysis KW - Pollutants KW - Public transit KW - Regional planning KW - Regional transportation KW - State departments of transportation KW - Traffic congestion KW - Transportation planning KW - Travel demand management UR - https://trid.trb.org/view/803626 ER - TY - CONF AN - 01045186 AU - Tooley, Melissa S AU - Gattis, Jim AU - Transportation Research Board TI - The Northwest Arkansas Transit Assessment Study PY - 2000 SP - 13p AB - Northwest Arkansas, like other small urban/rural areas, faces serious challenges in providing adequate public transportation, including transportation services for the disadvantaged. The area has experienced explosive growth in the past decade, which has undoubtedly affected the status of public transportation. A 1992 report, submitted to the Governor’s Task Force on Public Transportation Issues, stated that “transportation still surfaces as one of the top social problems in Arkansas.” It also reported lack of transportation for medical services, lack of transportation for work, difficulty traveling for food and retail shopping, and inability to travel from rural areas to major activity centers within the state. Unmet transit needs for the four-county area (Washington, Benton, Carroll and Madison Counties) included those of the elderly, low-income adults, the disabled, and children. Approximately 25 separate agencies provide public transportation services within the four counties. This project assessed these various agencies to determine service area, fleet size, total ridership, type of service, and sources of funding, as well as any restrictions on the funds. Users of public transportation services were also contacted to assess quality of service and level of service satisfaction. Data was collected through surveys of both the service providers and the users of transportation services. In addition, key municipalities in the study area that sponsor services through transportation providers were interviewed to obtain their experience with transit services in the area. The information was used to identify where problems and gaps in service currently exist. Another objective of the project is to better quantify public transportation needs in Northwest Arkansas. The paper includes the methods used for needs assessment, how survey instruments were developed for the transportation providers and users, and the findings of the study. It is anticipated that this study will provide a blueprint for other small urban/rural areas to conduct transit assessment studies in their areas. Because the public transportation challenges faced by the study area are by no means unique to the area, it is also anticipated that some of the observations of the study may be applicable to other fast-growing small urban/rural areas. 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 - Aged KW - Arkansas KW - Children KW - Customer satisfaction KW - Financing KW - Fleet size KW - Level of service KW - Low income groups KW - Needs assessment KW - Persons with disabilities KW - Public transit KW - Quality of service KW - Ridership KW - Rural areas KW - Service areas KW - Service providers KW - Small cities KW - Surveys KW - Transit riders KW - Transit services KW - Transportation disadvantaged persons KW - Transportation planning UR - https://trid.trb.org/view/803682 ER - TY - CONF AN - 01045182 AU - Waters, Mia AU - Schutz, Jerry B AU - Crisp, H Wynlee AU - Transportation Research Board TI - Merging NEPA & Planning With A Project Management Team PY - 2000 SP - 9p AB - The Washington State Department of Transportation is working with the Federal Highway Administration, Federal Transit Administration, and a number of resource agencies to develop a process for merging the NEPA environmental impact statement process with the planning process. Three pilot projects are being conducted as part of this effort. Each project is managed by an interdisciplinary project management team (PMT) rather than a traditional project manager. This paper will compare the responsibilities of the PMT as described in the Decision Making Process Handbook, developed to guide the merged process, with actual practice. Key to the responsibilities of the PMT is support for the Steering Committee, a large, broad based decision making committee. The paper will describe how the duties have been modified, primarily during the progress of one of three pilot projects occurring in Washington State: State Route 20: Sharpe’s Corner to State Route 536. Other areas of interest will be the benefits of a multi-disciplinary team management concept and the planning methods for work on a new process, including development of the consultant work program. The reader of this paper will gain insights into the pilot process, the use of a multi-disciplinary management team, and the planning of a project using a merged environmental and planning process. 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 - Committees KW - Consultants KW - Decision making KW - Environmental impact statements KW - Multidisciplinary teams KW - National Environmental Policy Act of 1969 KW - Planning methods KW - Project management KW - Steering committees KW - Transportation planning KW - Washington (State) UR - https://trid.trb.org/view/803685 ER - TY - CONF AN - 01045180 AU - Thurin, Peggy AU - Transportation Research Board TI - US 190 Feasibility Study PY - 2000 SP - 4p AB - In February of 1996 members of the US 190 Coalition appeared before the Texas Transportation Commission (commission) seeking assistance in resolving numerous transportation needs along the corridor from Bryan to the Louisiana state line. The Commission directed the Transportation Planning and Programming Division to conduct a feasibility study to address the coalitions concerns. Rust Lichliter/Jameson was selected to investigate the feasibility of upgrading US 190 and SH 30 to a 4-lane divided highway, as well as the potential to redesignate SH 30 between Bryan and Huntsville as US 190. If a 4-lane facility was found not feasible, then a project prioritization list would be developed to bring the roadways up to a minimum 2-lane design standard. 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 - Design standards KW - Divided highways KW - Feasibility analysis KW - Four lane highways KW - Highway corridors KW - Highway planning KW - Modernization KW - Strategic planning KW - Transportation planning KW - Two lane highways UR - https://trid.trb.org/view/803673 ER - TY - CONF AN - 01045177 AU - Wegmann, Frederick J AU - Transportation Research Board TI - Transportation Planning for Urban Areas PY - 2000 SP - 11p AB - The Federal Aid Highway Act of 1962 established a long-range transportation planning process for all urbanized area with a population of 50,000 or more. Many state departments of transportation recognized the benefits of a long-range transportation planning process and established a similar process for urban areas of smaller size. However, some adjustments have to be made with respect to the technical aspects of the process in order to fit the process to the resources available in smaller urban areas. One of the major aspects of the 3-C process utilized in larger urban areas involves travel demand modeling for the purpose of forecasting future traffic volumes on various road segments. The travel modeling procedure used is fairly complex and requires the use of sophisticated computer software and hardware. It also requires the continuous involvement of well-trained transportation planners. Unfortunately, smaller urban areas frequently do not have a transportation planner who is assigned primarily to the task of travel demand modeling. Even those urban areas that provide funds for employing urban transportation planners trained in travel demand modeling often face difficulties due to personnel turnover and the resulting discontinuity in modeling work. Recognizing the difficulties faced by smaller urban areas, many state departments of transportation provide assistance by doing the travel modeling work by their own staff. However, state departments of transportation themselves have constraints with respect to staff availability and funding. During the 1960s and 1970s, the Tennessee Department of Transportation (TDOT) was known for its transportation planning assistance program for smaller urban areas with less than 50,000 population. This program slowly had to be cut back and in recent years TDOT's assistance has been limited to carrying out on behalf of local agencies a very simplified transportation planning process which does not involve forecasting or travel demand modeling. This current simplified procedure is adequate for very small areas, but a need for travel demand analysis has been recognized for areas with more than 50,000 population. The purpose of this project is to identify and demonstrate the use of a long-range transportation planning procedure which will be between the very simplified current problem definition procedure for small areas and the more complex modeling procedure for larger areas. This mid-range procedure should incorporate simplified travel demand modeling utilizing a user-friendly computer software. For the purpose of testing such a procedure, the cities of Athens, (population 12,700), Lawrenceburg (population 10,300) and Cookeville (population 21,750), Tennessee were selected as case studies. The report will discuss the steps involved in developing the forecasting model for these cities and the resources involved in conducting various steps of the transportation planning process. 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 - Case studies KW - Forecasting KW - Long range planning KW - Medium sized cities KW - Personnel KW - Procedures KW - Small cities KW - Software KW - State departments of transportation KW - Tennessee KW - Traffic models KW - Traffic volume KW - Transportation planning KW - Travel demand KW - Travel demand management KW - Urban areas UR - https://trid.trb.org/view/804131 ER - TY - CONF AN - 01045175 AU - Magee, Richard AU - Transportation Research Board TI - State Highway 60 in Conway, Arkansas: A Case Study in Access Management PY - 2000 SP - 9p AB - Conway, Arkansas is a rapidly growing urban center of nearly 45,000 located northwest of Little Rock- North Little Rock. State Highway 60/Dave Ward Drive, on the south side of town is in the city’s high growth corridor and was slated for widening from a two-lane rural design to a five-lane urban facility. The 4.2 mile project was already partially developed with a mixture of older semi-rural uses and newer suburban development, both commercial and residential. In a city whose street system still reflects its small town origins, SH 60 is the city’s primary east-west arterial. It also faces intense commercial development pressure in the near future, beginning with the recently completed Wal Mart Supercenter, the city’s second. The MPO and the Mayor of Conway saw SH 60 as an opportunity to develop the roadway to a higher design standard, both aesthetically and functionally. A key point in the design debate was that METRO 2020, the long-range metropolitan transportation plan, did not allow construction of a facility with continuous center turn lanes. In the face of vocal business opposition, the Conway City Council gave its tentative support to a median-divided facility, if a way could be found to mitigate the impact on existing businesses. The significant increase in capacity and safety of a median-divided facility over a five-lane roadway swayed the Council. The MPO then met with individual property owners in the corridor to discuss issues and possible mitigation. Working with the city staff, the state DOT design engineers and affected businesses, the MPO agreed to fund approximately $0.8 million of the project for ROW and mitigation. In addition, the city, the state DOT and the MPO signed a precedent setting, three-party access management agreement for the corridor. The plan specifies median breaks, curb cuts and joint-access agreements for the project. The specifics of the access management plan can only be changed with unanimous agreement of the three parties – the City, the Arkansas Highway Commission and the MPO Board. 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 - Access control (Transportation) KW - Arkansas KW - Arterial highways KW - Businesses KW - Case studies KW - Design standards KW - Divided highways KW - Economic impacts KW - Highway capacity KW - Highway design KW - Highway safety KW - Long range planning KW - Medians KW - Metropolitan planning organizations KW - Partnerships KW - Right of way (Land) KW - Traffic mitigation KW - Transportation planning UR - https://trid.trb.org/view/803469 ER - TY - CONF AN - 01042477 AU - Berson, Will AU - Transportation Research Board TI - Groundwork at Groundlevel: The Georgia Conservancy's Blueprints for Successful Communities Program PY - 2000 SP - 5p AB - This paper discusses the Georgia Conservancy's "Blueprints for Successful Communities” program. Basically, Blueprints could be described as a series of “visioning” sessions that are tailored specifically to the issues of local concern. Ten Blueprints workshops have been undertaken over the past four years, three of which have been in the city of Atlanta, and seven “outside the Perimeter” or I-285. These sessions have considered a variety of planning scopes: in-fill redevelopment of a brownfield site; corridor-level planning in anticipation of commuter rail service; and growth strategies for smaller, ex-urban communities. The author highlights two lessons from his Blueprints experience. First, both land use and transportation planning benefit immensely from the kind of broad alternatives discussion and grassroots participation that Blueprints sessions provide. At The Georgia Conservancy, it has been observed that local citizens may not understand zoning law or the nuances of comprehensive planning, but they still have a vision for their community. Frankly, public hearings and zoning board meetings are not the place where a common vision (or even alternatives) can be discussed effectively. Second, as the Atlanta region and ever-greater numbers of exurbs struggle with extraordinary development pressure, it has also been learned that addressing the disconnect between land use planning and transportation planning requires a grassroots, planning-savvy constituency that Blueprints can help to deliver. Put another way, Blueprints’ answer to bad growth is not “smart growth”—a phrase so hackneyed that it has become meaningless—but rather “smart residents.” 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 - Atlanta (Georgia) KW - Blueprints for Successful Communities KW - Brownfields KW - Communities KW - Exurban areas KW - Infill (Development) KW - Land use planning KW - Lessons learned KW - Public participation KW - Rail transit KW - Railroad commuter service KW - Redevelopment KW - Strategic planning KW - Transportation planning KW - Urban growth UR - https://trid.trb.org/view/803392 ER - TY - CONF AN - 01042476 AU - Gozola, Ben AU - Transportation Research Board TI - Inventorying and Evaluating a Sidewalk System with GIS PY - 2000 SP - 13p AB - A pedestrian friendly environment is too often overlooked in many of today’s cities. People who choose to walk are often times met with unkempt walkways or new developments that fail to keep the pedestrian in mind. Communities can only benefit by ensuring that pedestrian facilities are treated not as a secondary issue, but as an equally important part of the transportation system. To this end, an essential tool in maintaining a pedestrian system is a complete inventory of all walkways within a community. By utilizing a Geographic Information System (GIS), multiple data sets can be analyzed simultaneously, allowing decision makers to get the best possible representation of real world conditions. In examining the sidewalks of Superior, WI, it was evident that a majority (35%) of the city’s sidewalks were in great need of repair (with an additional 40% identified as needing attention in 10 to 15 years). The goal was to identify those corridors that should be given immediate priority based on multiple factors such as: 1. Pedestrian destinations - Schools, Parks, Senior Centers, Stores, Churches, Etc.; 2. Sidewalk condition; 3. Pedestrian accident locations; 4. Bus routes; 5. Bus shelters; 6. Crosswalks; 7. Functional road classifications; 8. Contention points (factors impeding pedestrians). The resulting inventory and accompanying document gave the city not only a valuable tool for deciding where new sidewalks were needed, but also supporting evidence to show the community why public money and assessments were being levied for sidewalks in certain areas. The benefits of performing a sidewalk inventory are many and the techniques used can easily be applied to other metropolitan areas, including: (1) Data gathering methods and organization within a GIS - As much of the data collected does not pertain only to sidewalks, it can be used again for other projects. (2) Methods to evaluate sidewalk condition - How should sidewalks be rated by condition and what is the most effective way to gather that information? (3) Criteria to identify corridors having the greatest need for attention - What are the most important factors that necessitate surrounding walkways be in top condition? 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 - Aged KW - Bus routes KW - Bus stop shelters KW - Churches KW - Cities KW - Crash locations KW - Crosswalks KW - Data collection KW - Destinations KW - Evaluation KW - Functional road classes KW - Geographic information systems KW - Impediments KW - Inventory KW - Maintenance KW - Parks KW - Pavement conditions KW - Pedestrian areas KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Repairing KW - Schools KW - Shopping facilities KW - Sidewalks KW - Urban areas KW - Walking KW - Walkways UR - https://trid.trb.org/view/803431 ER - TY - CONF AN - 01042464 AU - Beningo, Steven AU - Transportation Research Board TI - Advancing Intelligent Transportation Systems in Small and Medium Sized Areas Through the ITS Service Plan Program PY - 2000 SP - 9p AB - Since 1998, the ITS Service Plan Program has been the primary mechanism that the United States Department of Transportation has employed to fund training, assistance and scanning trips relating to Intelligent Transportation Systems (ITS). The objective of the ITS Service Plan Program is to facilitate ITS deployment. The ITS Service Plan process involves the setting of ITS deployment and integration goals, the development of bundles of activities to help achieve those goals, and an evaluation of the impacts of the selected activities. An ITS Service Plan is written by a Federal Highway Administration Division Office ITS Specialist after consultation with the Federal Transit Administration and state and local stakeholders. There are currently four components to the ITS Service Plan Program. They are Targeted-Top 78 Metropolitan, Targeted-Non-78 Metropolitan, Targeted-Statewide, and Non-Targeted. The Targeted-Top 78 Metropolitan category provides funding to the 78 metropolitan areas with the highest population. The Targeted-Non-78 Metropolitan category provides funding to small and medium sized MPOs. The Targeted-Statewide category provides funding to assist Statewide and Multi-state initiatives, such as a Statewide incident management program or a Multi-state Advanced Traveler Information System. The Non-Targeted funds are distributed evenly to the Federal Highway Administration Division Offices that are located in every state. The Non-Targeted funding can be used to facilitate ITS deployments in any part of a state. In Fiscal Year 2001, $375,000 is projected to be spent on ITS Service Plan activities in Targeted- Non-78 Metropolitan Areas. This is the first year that ITS Service Plan funding will be dedicated to small and medium sized MPOs. 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 - Advanced traveler information systems KW - Deployment KW - Financing KW - Incident management KW - Intelligent transportation systems KW - ITS Service Plan program KW - Medium sized cities KW - Metropolitan areas KW - Metropolitan planning organizations KW - Small cities KW - States KW - Strategic planning KW - Transportation planning UR - https://trid.trb.org/view/803385 ER - TY - CONF AN - 01042456 AU - Frostad, Lawrence L AU - Transportation Research Board TI - Incorporating Intelligent Transportation Systems into the Island Sub-Regional Transportation Plan PY - 2000 SP - 16p AB - The Washington State Department of Transportation (WSDOT) Northwest Region and Island County (Population: approx. 80,000) are updating the Island Sub-Regional component of the Skagit-Island Regional Transportation Planning Organization (SIRTPO) Regional Transportation Plan (RTP). State law requires that RTPs be updated every two years to reflect population changes and other issues that affect regional transportation facilities and services. This paper is a condensed version of a technical memorandum prepared for the SIRTPO to recognize the importance of considering Intelligent Transportation Systems (ITS) in transportation planning. The memorandum is a review of relevant literature, the Island County transportation system and existing ITS applications, meetings with stakeholders, and other personal communications. It documents the needs of a diverse group of users of the Island County transportation system. The intent is to stimulate discussion of these needs in the context of developing ITS-based solutions. ITS-based solutions should be given equal consideration to traditional solutions when evaluating and selecting transportation system improvement projects. In order to give ITS proper consideration, Island County transportation planners need to acquire a higher level of working knowledge of ITS than currently exists. Several examples of ITS user services currently deployed in Island County are discussed in this report. These applications are uncoordinated in that there are disparate reasons for their existence. Evidence indicates that public acceptance of these applications is growing. It is reasonable to conclude that there will be additional uncoordinated ITS deployments in Island County; therefore, Island County should develop an ITS plan, not merely to meet coming Federal requirements, but to capitalize on the benefits of an integrated ITS, to prevent redundancy, and to minimize taxpayer cost. 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 - Improvements KW - Intelligent transportation systems KW - ITS program applications KW - Regional planning KW - State departments of transportation KW - Transportation planning KW - Washington (State) UR - https://trid.trb.org/view/803423 ER - TY - CONF AN - 01042455 AU - Ismart, Dane AU - Transportation Research Board TI - Quick Response Procedures For Small and Medium Size Urban Areas PY - 2000 SP - 12p AB - In the early 1980’s a transportation planning sea change occurred with the emergence of quick response planning procedures. Prior to the 1980’s, planning was dominated by a travel demand modeling system that required extensive data development and complex forecasting systems, which required extensive commitments of personnel. With the publication of quick response planning manual, NCHRP 187 and the introduction of the microcomputer, travel demand forecasting became practical for application to small and medium sized urban areas with limited budgets. However, in the 1990’s new demands were placed upon the planning process to address issues concerning intelligent transportation systems, the environment, safety, access to work, environmental justice, and sustainability. Unfortunately, increases in the planning budgets for small and medium sized areas have not kept pace with the increased demands. In response to changes in the demands placed on the urban planning process, a second generation of quick response transportation procedures and models has been developed. These new techniques include the Surface Transportation Evaluation Analysis Model (STEAM), the Transportation Development Model (TDM), and the Highway Capacity Software (HCS). This paper will discuss the application of these quick response techniques to the Interstate 630 Corridor in Little Rock, Arkansas. 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 - City planning KW - Environmental impacts KW - Environmental justice KW - High Capacity Software KW - Intelligent transportation systems KW - Job access KW - Little Rock (Arkansas) KW - Medium sized cities KW - Quick response planning KW - Safety KW - Small cities KW - Surface Transportation Evaluation Analysis Model KW - Sustainable development KW - Transportation Development Model KW - Transportation planning KW - Urban areas UR - https://trid.trb.org/view/803441 ER - TY - CONF AN - 01042451 AU - Transportation Research Board TI - Seventh National Conference on Transportation Planning for Small and Medium-Sized Communities, September 28-30, 2000, Little Rock, Arkansas PY - 2000 SP - v.p. AB - The Seventh National Conference on Transportation Planning for Small and Medium-Sized Communities was held on September 28-30, 2000 in Little Rock, Arkansas. The conference was a symposium for transportation managers, planners, engineers and elected officials from urban areas of less than 250,000 people; representatives from regional planning agencies, metropolitan planning organizations; federal, state, and local transportation agencies and T2 centers; and consultants. The conference included 20 sessions, 49 speakers, and 6 hands-on workshops. The theme of the conference was “Tools of the Trade.” Participants had the opportunity to learn about economical and practical techniques for transportation planning in small and medium-sized communities. 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 - Communities KW - Conferences KW - Consultants KW - Economics KW - Federal government agencies KW - Local government agencies KW - Medium sized cities KW - Methodology KW - Metropolitan planning organizations KW - Regional planning KW - Small cities KW - State government agencies KW - Transportation planning KW - Urban areas KW - Workshops UR - https://trid.trb.org/view/803370 ER - TY - CONF AN - 01042441 AU - Beever, Lisa B AU - Wagner, Nancy AU - Transportation Research Board TI - Planning Games And Public Participation PY - 2000 SP - 16p AB - In 1997, the Charlotte County-Punta Gorda Metropolitan Planning Organization (MPO) evaluated its 4-year history of public involvement programs. Although some of the techniques were cited by the Federal Highway Administration in a best practices publication, the evaluation concluded that only general issues were being identified. The evaluation recommended that the MPO survey for specific needs in the context of costs and available revenues. A game-like survey instrument was developed to survey for more specific and detailed information. The technique of incorporating simulation and gaming qualities into the process proved so successful that several more games were developed for different situations, including Strings and Ribbons, Group Grope (Thiagarajan, 1995), and Wheel of Needs. As a consequence, participation has increased, events are more fun for both the citizens and staff, complicated information is easily transferred between citizen and staff, and the diversity of participants has increased. The games allow for humor, fun, and positive interaction. They have been used to generate data for project selection criteria analysis, to develop a sidewalk and bikeway needs list, to improve short term (under 5 minute) interaction with citizens at shopping malls and Chamber of Commerce expos, and improve brainstorming/prioritization events. 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 - Best practices KW - Bikeways KW - Costs KW - Florida KW - Game theory KW - Metropolitan planning organizations KW - Needs assessment KW - Project selection KW - Public participation KW - Revenues KW - Shopping centers KW - Sidewalks KW - Simulation KW - Strategic planning KW - Transportation planning UR - https://trid.trb.org/view/803427 ER - TY - CONF AN - 01042440 AU - Bonakdar, Ali AU - Transportation Research Board TI - Air Quality Program for Treasure Valley PY - 2000 SP - 48p AB - This paper provides a broad overview of air quality concerns in Ada County, Idaho, and recommends a series of modifications and enhancements to existing air quality maintenance and improvement programs both in Ada County and the surrounding area. The purpose of these recommendations is to establish a proactive stance on behalf of area residents' health and local government agencies charged with maintaining air quality. These recommendations, if implemented, promise to: 1. Maintain healthy air quality throughout the Treasure Valley; 2. Minimize impacts on the general public of current and proposed air quality control measures; and 3. Retain control of air quality programs by Treasure Valley local governments rather than abdicating future program direction to state or federal agencies. 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 - Ada County (Idaho) KW - Air quality KW - Air quality management KW - Environmental protection KW - Health KW - Impacts KW - Local government agencies KW - Recommendations UR - https://trid.trb.org/view/803382 ER - TY - CONF AN - 01042439 AU - Bell, Janet AU - Transportation Research Board TI - Environmental Justice: Doing the Right Things for the Right Reasons PY - 2000 SP - 12p AB - The new guidelines are clear that Title VI and Environmental Justice apply to all transportation decisions. Starting with policy decisions through operations and maintenance, the U.S. DOT Order applies to all programs, and other activities that are undertaken, funded, or approved by the Federal Highway Administration (FHWA), the Federal Transit Administration (FTA), or other U.S. DOT components. Involving the public at every stage of the transportation process is not a new concept. Historically there are many metropolitan planning organizations (MPOs), state and local agencies that have conducted extensive public involvement programs because that was the practical, cost-effective and efficient way to provide transportation services. So what is the fuss all about? Not all of the transportation providers and oversight agencies did the right things for the right reasons. Too often the people who had the most limited access to the decision process were not included. Black, Hispanic, Asian American, American Indian and Alaskan Native, and Low-Income people were easily overlooked when public involvement processes were designed and implemented. It was too easy to dismiss these folks with the comment, “We sent everyone a notice but these people did not call or attend the meetings that were held.” And frequently this apologetic was accepted by reviewing agencies. The bottom line is that public involvement can help transportation planners meet the environmental justice requirements and to do the right things for the right reasons. Minority and low-income people do not want bad planning or bad engineering. They want to be included in the transportation decisions that affect their daily lives. They may need extra help in working with transportation planners because they do not have the time and money to be on equal footing with the dominant society members. It is in our best interests to accommodate the needs of minority and low income people. This paper will give planners some of the questions that they may want to answer before they design a public involvement process. 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 - Decision making KW - Environmental justice KW - Local government agencies KW - Low income groups KW - Metropolitan planning organizations KW - Minorities KW - Oversight KW - Public participation KW - State government agencies KW - Transportation planning UR - https://trid.trb.org/view/803384 ER - TY - CONF AN - 01042437 AU - Contrino, Heather AU - Transportation Research Board TI - The Impact of E-Commerce on Local Transportation Planning PY - 2000 SP - 12p AB - New technologies often have lasting societal impacts. This has been the case with the development of the telephone, automobile, airplane, and now with the birth and rapid growth of e-commerce we are beginning to see huge impacts in areas that we never imagined. On-line education, banking, investing, bill paying, browsing, shopping, and communication are all transforming the way we communicate, the way we conduct our personal business, the way we educate ourselves, and the way we travel. This paper takes the first step at examining the relationship between Internet use and local travel. First, an overview of Internet usage in the United States is presented using data from the 1998 Current Population Survey. Second, the relationship between daily person trip rates and Internet use is evaluated in a case study of the Boston, MA and Tulsa, OK metropolitan areas. Data from the Nationwide Personal Transportation Survey/American Travel Survey (NPTS/ATS) pretest that was conducted in the spring of 2000 is used as a basis for analysis. 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 - American Travel Survey KW - Average daily travel rates KW - Boston (Massachusetts) KW - Electronic commerce KW - Impacts KW - Internet KW - Local transportation KW - Local travel KW - Metropolitan areas KW - Nationwide Personal Transportation Survey KW - Transportation planning KW - Travel behavior KW - Tulsa (Oklahoma) KW - United States KW - Utilization UR - https://trid.trb.org/view/803394 ER - TY - CONF AN - 01042436 AU - Aldighieri, Stephanie AU - Hershkowitz, Paul AU - Billetdeaux, Neal J AU - Tetens, Robert L AU - Transportation Research Board TI - The Interaction Between Traffic Analysis and Public Involvement in a Small Community: The M-52 Bypass Study in the Village of Chelsea, Michigan PY - 2000 SP - 8p AB - The Village of Chelsea is a rapidly growing small community near the city of Ann Arbor, Michigan. The downtown section of the village has a quaint and charming atmosphere, with many small specialty shops, upscale retail establishments and a local historic district under consideration. This makes the downtown a popular trip destination. Michigan State Trunkline M-52 provides the only north-south route through the village resulting in severe congestion during the morning and afternoon rush hours. Within the next twenty years, traffic volumes along M-52 are anticipated to double, exceeding the capacity of the two-lane roadway. Widening of M-52 through the downtown is an undesirable alternative to residents of the village and the surrounding townships. The SmithGroup JJR/HNTB team was retained to develop a bypass route for relocating M-52 around the village (the Bypass). Public involvement was identified as an essential element of the project. This included creation of an Advisory Committee, public input at the committee meetings, press releases, and a public workshop. The paper will discuss the interaction between traffic analysis and public involvement and its influence on the corridor selection process. Traditional traffic engineering procedures (Highway Capacity Manual-HCM) were utilized to assess level of service along M-52, but did not accurately evaluate the interaction between the closely spaced traffic signals in the downtown area. To aid in the evaluation process, a corridor simulation model (CORSIM) was prepared. Unlike HCM, CORSIM takes into account signal to signal interaction, intersection storage distance, turning bay lengths, queue spillback, parking activity, and signal progression. CORSIM models were developed for the existing conditions, the No-Build Alternative, and a Bypass Alternative and were presented to the public at Advisory Committee meetings and at a public workshop. Although the overall project is not yet complete (it has been “on hiatus” for several months, while the contracting agency tries to resolve some political and financial issues), this paper will address the successful implementation of a public involvement strategy that was used in conveying traffic analysis results. “Next steps”, “do’s and don’ts”, and lessons learned from this unique transportation improvement evaluation project will also be included. 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 - Afternoon KW - Bypasses KW - Central business districts KW - CORSIM (Traffic simulation model) KW - Highway capacity KW - Highway Capacity Manual KW - Highway corridors KW - Highway traffic KW - Level of service KW - Morning KW - Peak hour traffic KW - Public participation KW - Small communities KW - Spacing KW - Traffic analysis KW - Traffic congestion KW - Traffic engineering KW - Traffic signals KW - Traffic simulation KW - Traffic volume KW - Two lane highways UR - https://trid.trb.org/view/803371 ER - TY - CONF AN - 01042434 AU - Hyder, David W AU - Transportation Research Board TI - Evaluating the Emissions Impact of Isolated Traffic Control Devices PY - 2000 SP - 6p AB - This paper presents the conceptual framework for a sketch planning approach for evaluating the in emissions and vehicle operating costs associated with isolated traffic control devices. Current practice is to use traffic simulation models to evaluate the emissions effects of traffic control devices. Simulation models are data intensive and complex to use. Simulation models may not adequately represent certain traffic control devices. The proposed sketch planning tool combines spreadsheets, basic traffic flow theory, real world speed and emissions data, and recent research sponsored by the National Cooperative Highway Research Program to estimate both emissions and operating costs associated with stop signs, isolated traffic signals, roundabouts, and paired intersections such as those that exist at interchanges. The tool may be used in preliminary evaluation of traffic control devices, calculation of emissions for congestion mitigation air quality funding, and perhaps for conformity analyses of projects in rural areas. 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 - Air pollution KW - Air quality KW - Analysis KW - Conformity KW - Congestion Mitigation and Air Quality Improvement Program KW - Environmental impacts KW - Evaluation KW - Exhaust gases KW - Financing KW - Highway traffic control KW - Interchanges KW - Isolated traffic control devices KW - Operating costs KW - Paired intersections KW - Pollutants KW - Roundabouts KW - Rural areas KW - Stop signs KW - Traffic control devices KW - Traffic flow theory KW - Traffic simulation KW - Traffic speed KW - Vehicles UR - https://trid.trb.org/view/803437 ER - TY - CONF AN - 01042433 AU - Grenney, William J AU - Johnson, Cindy AU - Transportation Research Board TI - Computer Based Paratransit Dispatch and Record Keeping Software for Small Communities PY - 2000 SP - 12p AB - Most communities receive small amounts of federal, state, and local public funds to provide transportation for needy individuals including the elderly and disabled. Funding may be obtained by means of annual proposals written by non-profit organizations for specific needs (e.g. Options for Independence provides transportation for the physically disabled). Typically, most of the money is restricted for the purchase of vans and buses, and little is available for operations. Consequently there has been a proliferation of small organizations, each with inadequate operating funds, and each owning a few vehicles that can be used only for their own designated purpose. In many of these communities, pooling vehicles and combining the dispatching and other operations could provide significantly better service for everyone. However there are a variety of obstacles that must be overcome in order for a community to form a centrally coordinated operation. Three of the major concerns relate to effective scheduling, adequate record keeping, and customized reporting. This presentation will describe a computer based tool developed to help small communities coordinate paratransit services. The software was designed for desk top computers running Microsoft Windows or NT operating systems. It was developed according to industry standards in two modules: the database module or “back-end” and the interface module or “front-end”. The back-end stores all data in a Microsoft Access database. The front-end utilizes object oriented programming techniques to provide an efficient graphical user interface and to allow for future expansion. The back-end provides data storage for client information, funding agencies, vehicle data, driver information, individual trips, repeat trips, and trip archives. The front-end also provides a real-time dispatch screen showing all active vehicles and each passenger/trip trip ticket as scheduled, sent, on board, or delivered. Convenient input forms are provided for entering and editing trip information, including subscription trips. Some standard report formats have been included; however, a variety of custom reports can be easily generated using the tools supplied with the Access database. The software is currently in use at several locations ranging in activity from 650 trips per month to 1600 trips per month. 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 - Computers KW - Coordination KW - Data storage KW - Databases KW - Desktop personal computers KW - Dispatching KW - Microsoft Access KW - Object oriented programming KW - Paratransit services KW - Recordkeeping KW - Reporting KW - Scheduling KW - Small cities KW - Software UR - https://trid.trb.org/view/803434 ER - TY - CONF AN - 01042427 AU - Garrett, Tim AU - Morecock, Martha AU - Transportation Research Board TI - Communicating in the Country: ATIS Applications in Small Rural Communities PY - 2000 SP - 9p AB - For more than a decade, the planning and development of Intelligent Transportation Systems (ITS) in large metropolitan areas has been the primary focus of ITS initiatives in the United States. In 1991, the Intermodal Surface Transportation Efficiency Act (ISTEA) provided federal grant money for the ITS deployment planning activities in 75 of the largest metropolitan areas in the U.S. In 1993, the Federal Highway Administration (FHWA) initiated efforts to develop a National ITS Architecture, which would create the framework for standardizing and linking ITS systems in the U.S. – the focus again being on the development of interoperable systems in large metropolitan areas. In 1996, two additional ITS programs, Operations Timesaver and the ITS Model Deployment Initiative, funded deployment of metropolitan ITS systems. Until recently, the primary focus of ITS in the United States has been on metropolitan deployments. Many small urban or rural communities, observing the type and costs of infrastructure being deployed in metropolitan areas, have been reluctant to adventure into ITS programs. These communities often believe that ITS solutions can not solve their local transportation problems or the systems are too expensive. This paper attempts to remove, or at a minimum reduce, the myths regarding ITS deployment in the rural environment and identify why ITS should be considered in the planning of many rural transportation system projects. Strategies for the deployment of Advanced Traveler Information Systems (ATIS) in the rural environment are explored with a concentration on: innovative practices for using and leveraging existing resources; alternative ATIS technologies; and system deployment, operation and maintenance costs. The paper is based on lessons learned from the deployment of ATIS in small urban and rural communities, with a concentration on the Branson Travel and Recreational Information Program (Branson TRIP). 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 - Advanced traveler information systems KW - Communities KW - Costs KW - Deployment KW - Innovation KW - Intelligent transportation systems KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Interoperability KW - Lessons learned KW - Maintenance KW - Operations KW - Rural areas KW - Small cities KW - Standardization KW - Strategic planning KW - Technological innovations KW - Transportation planning UR - https://trid.trb.org/view/803429 ER - TY - CONF AN - 01042422 AU - Lane, J Scott AU - Transportation Research Board TI - Financial Planning For The Metropolitan Planning Organization PY - 2000 SP - 14p AB - In the early spring of 1998, the Capital Area MPO in Raleigh, North Carolina was mandated by its policy board (Transportation Advisory Committee) to prepare a long-range transportation plan that would satisfy federal requirements and prevent conformity lapses for plan horizon and air quality. The staff and Technical Coordinating Committee determined that since there was insufficient time to develop a broad range of options for the LRTP, that current trends should be evaluated. This would prepare the MPO for the next generation of the LRTP by providing a framework for future updates, consolidating the components of the existing plan, and establishing a baseline “trend” condition to compare alternatives. The strongest component of the Current Trends Plan was to be the Financial Plan. The consulting firm of KPMG was retained as a subconsultant to Parsons Brinckerhoff to prepare an alternative revenue source analysis. This report was designed to test a number (over 20) of revenue generating mechanisms for the Capital Area. Each alternative source of funding could be compared with others in four areas: financial, political, legal, and administrative. While this report was being prepared, the Capital Area MPO staff created the baseline trends of its traditional sources of revenue: federal/state, local, and private monies. The sum of these fund sources would provide a ceiling of expected revenue to come into the Capital Area throughout the life of the transportation plan (year 2025). If the expected transportation capital, operating and maintenance needs of the Capital Area exceeded this amount in any of the three horizon years (2005, 2015, and 2025), then additional funding sources would have to be pursued as identified in the alternative revenue source analysis. This work describes the methods involved in developing the Financial Plan and Alternative Revenue Source Analysis Report. Estimation techniques, project cost estimation, inflation adjustments, and other operations were handled in Microsoft Excel in an open and consistent architecture. The importance of maintaining financial histories of the MPO is emphasized, as are the opportunities that creating a robust Financial Plan affords an MPO. Several concepts to help illustrate key points to elected officials are demonstrated. 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 - Air quality KW - Conformity KW - Cost estimating KW - Federal government KW - Financial planning KW - Financial sources KW - Financing KW - Inflation KW - Local government KW - Long range planning KW - Metropolitan planning organizations KW - Private enterprise KW - Raleigh (North Carolina) KW - Revenues KW - State government KW - Transportation planning KW - Trend (Statistics) UR - https://trid.trb.org/view/803443 ER - TY - CONF AN - 01042416 AU - Beever, Lisa B AU - Transportation Research Board TI - Turning The Tide Of Livability In Charlotte County, Florida PY - 2000 SP - 13p AB - Beginning in 1992, Charlotte County went from a community that promoted urban sprawl to a community with a vision and policy toward livability. This was done by linking transportation, land use, the environment, recreation, tax policy, and urban services planning and implementation. Charlotte County, the City of Punta Gorda, and the Charlotte County-Punta Gorda Metropolitan Planning Organization (MPO) combined their individual long range (comprehensive) planning efforts into one public participation and policy development initiative. The agencies sought a variety of partners to implement their policies, such as the Charlotte Harbor National Estuary Program, Florida Department of Environmental Protection, Florida Department of Transportation, the Trust for Public Lands, Chambers of Commerce, among others. Turning the tide of livability required, not only partnerships but, a variety of innovative tools. These innovations earned awards from diverse groups such as 1000 Friends of Florida, Solid Waste Association of North America, Association of MPOs, and Federal Highway Administration. The tools included large-scale environmental land acquisition, alternative transportation modes, agricultural protection, designated urban infill areas, a platted lands strategy, mixed-use development, quality of life improvements, and community redevelopment efforts. The MPO supported changes in land use, alternative modes, and other services by providing both technical analysis and public involvement programs. For example, alternative buildout scenario analysis showed eventual savings of billions of dollars for road and bridge improvements, tremendous reduction of emissions, and other public benefits with changes in local land use policy. These policy changes were adopted and are being implemented. Adopted strategies have redirected funds to improve livability in Charlotte County’s urban areas that would have supported sprawl development under earlier plans. Citizens have responded enthusiastically to their voice being heard, to tangible improvements in their neighborhoods, and to what the future holds. 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 - Agriculture KW - Alternatives analysis KW - Benefits KW - Charlotte County (Florida) KW - City planning KW - Environmental protection KW - Implementation KW - Infill (Development) KW - Innovation KW - Land use KW - Land use planning KW - Metropolitan planning organizations KW - Mixed use development KW - Partnerships KW - Policy KW - Pollutants KW - Property acquisition KW - Public participation KW - Quality of life KW - Recreation KW - Redevelopment KW - Reduction (Decrease) KW - Taxes KW - Technical expertise KW - Transportation modes KW - Transportation planning KW - Urban areas KW - Urban transportation UR - https://trid.trb.org/view/803383 ER - TY - CONF AN - 01042412 AU - Knecht, Neil AU - Transportation Research Board TI - Streamlining the Transportation Decision-Making Process PY - 2000 SP - 10p AB - Washington State’s streamlined transportation decision-making process was showcased at the Sixth National Conference on Transportation Planning for Small and Medium-Sized Communities. This new process, named Reinventing NEPA, is a partnership with the Federal Highway Administration (FHWA) and incorporates the National Environmental Policy Act (NEPA) principles into the early transportation planning process. State Route (SR) 104 was chosen by the Washington State Department of Transportation (WSDOT) as one of three projects in the state to test the new pilot. This presentation will explain how the process on SR 104 has evolved over the past two years and the progress that has been made on the corridor’s Environmental Impact Statement (EIS). Under the new NEPA pilot process, a team approach is being used for the day-to-day management and delivery of the SR 104 project. This team is called the Project Management Team (PMT). The Steering Committee on the SR 104 project includes a wide range of representation from local, state, and federal agencies, tribal governments, special interest groups, commuters, and the general public. The committee is key to this new process. Success will lie in the ability of this group to overcome major philosophical differences through discussions and compromise. The opportunity for these regulatory agencies to share their views and hear the views from other agencies and the public at an early stage in the planning process has resulted in great benefits. Under this new process, the Steering Committee has adopted a new form of Purpose and Need Statement composed of two short paragraphs: the need for the project and its purpose. All other information about the route is to be contained in the statement’s supporting data. Drawing key elements from the purpose and need, the Steering Committee developed a set of screening criteria and measures of effectiveness. Committee representatives helped the PMT with the long and arduous task of rating the alternatives. The new process also requires that an interdisciplinary Value Analysis (VA) Team review the proposed improvement alternatives before the EIS is completed. A number of committee members took part in that effort. The SR 104 EIS project has just completed a major milestone and is ready to launch the research and analysis phase of the Draft EIS. The principal focus of this process improvement is to use the NEPA principles much earlier in the planning process in order to have decisions that “stick” for the many years it will take to implement all of the recommended strategies for the corridor. The goal of the process is to make good decisions for the corridor, ones that meet the conflicting needs of all stakeholders to the maximum extent possible, and to record the decisions in a planning and NEPA document that will provide guidance for the next twenty years of multimodal transportation work on the corridor. 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 - Committees KW - Commuters KW - Decision making KW - Environmental impact statements KW - Environmental streamlining KW - Federal government agencies KW - Interdisciplinary approach KW - Interest groups KW - Local government agencies KW - Multimodal transportation KW - National Environmental Policy Act of 1969 KW - Project management KW - Project team KW - Public participation KW - Regulation KW - Stakeholders KW - State government agencies KW - Strategic planning KW - Transportation planning KW - Tribal government KW - Washington (State) UR - https://trid.trb.org/view/803442 ER - TY - CONF AN - 01042407 AU - Faris, Jerry M AU - Beever, Lisa B AU - Brown, Mike AU - Transportation Research Board TI - Geography Information System (GIS) and Urban Land Use Allocation Model (ULAM) Techniques for Existing and Projected Land Use Data PY - 2000 SP - 8p AB - In the 1980-1990s, the Florida Metropolitan Planning Organizations (MPOs) used the decennial census and a time-consuming Delphi or other technique to develop existing and projected land uses for transportation modeling purposes. For the current updates of the Long Range Transportation Plans, Geographic Information System (GIS) techniques have helped to overcome the lack of a decennial census. The Urban Land Allocation Model (ULAM) provided a time-effective tool to provide alternative land use scenarios based on policy and transportation improvements. Existing land use data for single family, multi-family, industrial, commercial, and service uses were estimated through a series of overlays using GIS techniques. A combination of the comprehensive plan existing land use maps and Property Appraiser’s data provides the best information. GIS can be used to compare census/employment data. The Urban Land Allocation Model (ULAM) was developed by Transportation Planning Services, Inc. and provided to all Florida MPOs by the Florida Department of Transportation. ULAM projects land uses for transportation modeling purposes. Once the input files are developed, ULAM allocates residential and employment growth in less than one minute. This allows for many alternative land uses to be developed and tested. ULAM input files include control population/employment projections, vacant land in acres, approved development, allowable densities, and optional market index calculations. All of these data were required in some form for use in the Delphi method. The optional market index calculation included alternative land use policies considered by the local governments such as infill, sewer system plans, and developments of regional impact. ULAM also uses highway and transit networks in its projections to account for accessibility. This allowed needs and cost feasible networks to be tested regarding potential influences on growth. GIS is used to evaluate these influences. The ULAM model is currently being used with the standard Florida trip generation model which uses dwelling units and also with two different types of “life style” based trip generation models which use detailed household demographic information for trip generation. This paper will address the ULAM process and show examples of use in the Tallahassee-Leon County Plan Update. 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 - Accessibility KW - Demographics KW - Development KW - Dwellings KW - Employment KW - Florida KW - Forecasting KW - Geographic information systems KW - Highways KW - Households KW - Infills (Materials) KW - Land use KW - Land use models KW - Land use planning KW - Long range planning KW - Metropolitan planning organizations KW - Population KW - Public transit KW - Regional planning KW - Residential areas KW - Sewers KW - Transportation modeling KW - Transportation planning KW - Trip generation KW - Urban areas KW - Urban growth UR - https://trid.trb.org/view/803420 ER - TY - CONF AN - 01042403 AU - Greaves, Stephen P AU - Transportation Research Board TI - Simulating Household Travel Survey Data In Small/Medium-Sized Metropolitan Areas PY - 2000 SP - 13p AB - This paper extends the concept of creating a synthetic household travel survey data set based on local demographics and simulated travel data to the prediction of mode, departure time and trip length. The procedure is described and tested in a region that has completed a recent travel survey. Results are encouraging and suggest that the method can be used to create a fully disaggregate data set that is reasonably comparable to that collected from an actual travel survey. Finally, a refinement to the process is proposed in which data from a small local sample are used to update these synthetic data. Initial results suggest this procedure captures unexplained differences between regions creating a travel survey data that is more reflective of local conditions. 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 - Demographics KW - Departure time KW - Disaggregate analysis KW - Households KW - Local travel KW - Medium sized cities KW - Regional planning KW - Simulation KW - Small cities KW - Synthetic data KW - Transportation modes KW - Transportation planning KW - Travel surveys KW - Trip length UR - https://trid.trb.org/view/803433 ER - TY - CONF AN - 01042398 AU - Henricksen, Jim AU - Transportation Research Board TI - University Area Transit Service Analysis using a Geographic Information System PY - 2000 SP - 10p AB - The purpose of this analysis was to use a Geographic Information System (GIS) to assess University of Minnesota Duluth (UMD) student and employee resident locations in relation to transit routes serving the university and develop route options that capture the maximum number of potential UMD riders. Metropolitan Interstate Committee (MIC) staff acquired an address coverage map of the Duluth area and street addresses for UMD employees and students. By geo-coding these addresses (i.e., connecting addresses to map locations) and overlaying current and potential transit routes, MIC staff were able to determine the number of employees and students living within one and two-block buffer zones from the bus routes. Students and employees within these zones are referred to as the “capture” market. The analysis found that the capture market of each existing UMD bus route was only about half as much as the route that ran along 4th Street through the east hillside, but did not serve the UMD campus. This project illustrates how a basic GIS system can be used to conduct a simple analysis that can greatly enhance the knowledge of decision-makers. From this analysis, the DTA was able to quantify how well they were serving UMD’s population. The analysis revealed that current UMD routes were not capturing the area’s largest and most dense UMD student populations. This tool was not only useful for analyzing routes, but also provided an important marketing opportunity via direct mailings to particular addresses. 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 - Analysis KW - Bus routes KW - Bus transit KW - Campus transportation KW - College students KW - Dwellings KW - Employees KW - Geographic information systems KW - Location KW - Transit riders KW - Universities and colleges KW - University of Minnesota, Duluth UR - https://trid.trb.org/view/803436 ER - TY - CONF AN - 01042396 AU - Frawley, William E AU - Eisele, William L AU - Transportation Research Board TI - Business And Property Value Impacts Of Raised Medians In Medium-Sized Communities PY - 2000 SP - 13p AB - The authors of this paper have been researching the economic impacts of raised medians on adjacent businesses and properties for over three years. This research has been performed by the Texas Transportation Institute (TTI) through a contract with the Texas Department of Transportation (TxDOT). Case studies for the project are located in various small and medium sized cities throughout Texas. The research stems from a desire of TxDOT staff to have timely information regarding the economic impacts of raised medians available as the staff responds to comments and questions at public meetings and hearings. During this project the research team developed and tested methodologies to determine if there are any economic impacts on businesses or properties that are attributable to the installation of raised medians on adjacent streets. The methodology includes collecting data from business owners and managers through in-person and mail-out surveys, comparing the results, and analyzing the data using various stratifiers. Additional data are also collected from property appraisal districts. All of the data specific to the subject corridor are compared to control data for the immediate city. The results of this research will be useful to staff of local, regional and state transportation agencies as they plan for projects that include raised medians and prepare to have discussions with business and property owners regarding potential economic impacts. While these results cannot predict what will happen on any given corridor, they do allow for comparisons to be made between this research and project corridors. 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 - Businesses KW - Case studies KW - Communities KW - Data collection KW - Economic impacts KW - Medians KW - Medium sized cities KW - Property values KW - Raised medians KW - Small cities KW - Texas KW - Transportation corridors KW - Transportation planning UR - https://trid.trb.org/view/803422 ER - TY - CONF AN - 01042386 AU - Stoddard, Albert T AU - Spielberg, Frank AU - Donahue, Corinne AU - Transportation Research Board TI - Use of the Mobility Gap to Quantify Rural Transit Needs PY - 2000 SP - 11p AB - The Colorado Department of Transportation undertook a statewide transit needs assessment. A critical component of the project was to define public transportation need in a way that could be quantified and easily calculated from available data. This was particularly important in the rural areas and smaller cities around the state which have not developed good estimates of public transportation demand. The authors developed a methodology based on a concept called the Mobility Gap. The Mobility Gap was defined as the difference in household trip rates between those households with automobiles and those households without automobiles. Data from the 1995 National Personal Transportation Survey were used to determine trip rates for households stratified by age and vehicle ownership. Trip rates were weighted based on household size to account for differences in average size of households with and without vehicles. The Mobility Gap was then calculated using these adjusted trip rates. The Mobility Gap is then applied using census data and the number of households without vehicles within each county to determine the number of trips which could potentially be served by public transportation. The difference between the potential trips calculated using the Mobility Gap and the actual transit trips provided within the county indicates the unmet need for public transportation. Use of the Mobility Gap was a new approach for defining rural public transportation needs. The approach is easily applied and relies on data readily available to any planning agency. The methodology was successfully applied for the entire state of Colorado. 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 - Age KW - Automobile ownership KW - Colorado KW - Households KW - Mobility KW - National Personal Transportation Survey KW - Needs assessment KW - Public transit KW - Rural areas KW - Rural transit KW - Small cities KW - Transportation planning KW - Travel surveys KW - Trip rates UR - https://trid.trb.org/view/803419 ER - TY - CONF AN - 01042384 AU - Bricka, Stacey AU - Transportation Research Board TI - Household Travel Surveys: Not Just for Large MPOs PY - 2000 SP - 10p AB - Over the past decade, household travel surveys have been conducted in more than 30 major metropolitan areas, including New York City, Philadelphia, the Research Triangle, Seattle, and San Francisco. At the same time, smaller MPOs such as those in Olympia, WA and Evansville, IN have also conducted travel surveys. While the scale of these surveys has been smaller (1,500 households vs. 11,000 households), the survey objectives and implementation challenges have remained the same. The main objective for most household travel surveys conducted today is the collection of travel data at the person and household level sufficient to support the development and calibration of travel demand models. These models are then used in travel forecasting and air quality planning tasks. In order to fulfill this purpose, the data must be adequate to fulfill the model’s functions of estimating trip generation and distribution, mode choice, and assignments. The 1997 Thurston County Household Travel Survey was a comprehensive survey of 1,500 households in the Olympia region of Washington. This small metropolitan area faced challenges associated with being the state capital as well as having a tremendous volume of external work trips to the metropolitan Seattle area. The objectives of the Olympia survey were to provide data for continuing development and refinement of their regional travel demand forecasting model and to provide a better understanding of travel behavior in the southern Puget Sound region of Washington. The resultant data was used to fulfill the model’s functions of estimating trip generation and distribution, mode choice, and assignments. This study collected comprehensive 48-hour travel data from 1,500 households. In Evansville, IN, a household travel survey of 1,720 households is currently underway. The purpose of this survey is to obtain accurate information on household activities and personal travel behavior in the study area which can be used to develop and calibrate travel demand models for use in travel forecasting and air quality planning. The resultant data will be used to update their existing model. The study utilizes a 24-hour diary to gather travel and activity information from the study area residents. Both the Olympia and Evansville surveys were “place-based” surveys. This method focuses the respondent on the places visited throughout the travel day as opposed to the trips or activities made and locations involved in each. While each typology (trip-based, activity-based, and place-based) can be used to collect the same travel details, the respondent burden, volume of data collected, and cost of data collection varies. 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 - Air quality KW - Data collection KW - Evansville (Indiana) KW - Forecasting KW - Households KW - Medium sized cities KW - Metropolitan planning organizations KW - Mode choice KW - Olympia (Washington) KW - Place based surveys KW - Small cities KW - Traffic assignment KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Travel diaries KW - Travel surveys KW - Trip distribution KW - Trip generation KW - Work trips UR - https://trid.trb.org/view/803393 ER - TY - RPRT AN - 00979395 AU - Federal Highway Administration TI - TRACKING STATE DEPLOYMENTS OF COMMERCIAL VEHICLE INFORMATION SYSTEMS AND NETWORKS : 1998 ALABAMA STATE REPORT. VERSION 1.2 PY - 2000 SP - 8 p. AB - This document presents statistics of deployment of Commercial Vehicle Information Systems and Networks (CVISN) in Alabama and compares them to national averages KW - Automated clearance KW - Commercial vehicle operations KW - CVISN (Program) KW - Deployment UR - http://ntl.bts.gov/lib/18000/18000/18078/PB2001106773.pdf UR - https://trid.trb.org/view/740587 ER - TY - RPRT AN - 00796711 AU - Hartman, Kate AU - American Trade Initiatives AU - Federal Highway Administration TI - COMMERCIAL VEHICLE SAFETY : TECHNOLOGY AND PRACTICE IN EUROPE PY - 2000 SP - 60 p. AB - This summary report describes the September 1998 technology transfer scan tour to four European countries (France, Germany, Sweden, and The Netherlands) to learn how these countries are addressing their own commercial vehicle safety issues. The team, representing the FHWA Virginia and Minnesota State Departments of Transportation, the Owner/Operators and Independent Drivers Association, and independent transportation consultants, believes that these practices provide valuable models for fresh public/private collaboration opportunities in the U.S. KW - Commercial vehicle operations KW - Public private partnerships KW - Safety KW - Trucks UR - http://international.fhwa.dot.gov/Pdfs/cvs.pdf UR - http://ntl.bts.gov/lib/8000/8700/8770/cvs.pdf UR - https://trid.trb.org/view/654601 ER - TY - RPRT AN - 00969918 AU - Federal Highway Administration TI - CROSS-JURISDICTIONAL SIGNAL COORDINATION IN PHOENIX AND SEATTLE: LESSONS LEARNED FROM THE METROPOLITAN MODEL DEPLOYMENT INITIATIVE: REMOVING BARRIERS TO SEAMLESS TRAVEL ON ARTERIAL STREETS PY - 2000 SP - 9 p. AB - In 1996, the U.S. Department of Transportation announced the Operation TimeSaver goal to deploy integrated Intelligent Transportation Systems (ITS) infrastructure in 75 of the nation's largest metropolitan areas. That year, the U.S. Department of Transportation also established the Metropolitan Model Deployment Initiative (MMDI). The purpose of this effort was to create model deployments that represent integrated transportation management systems. The objectives of the initiative include determining the effects of increased deployment on traffic characteristics and operations and documenting the benefits that enabled the specific sites to be selected. The MMDI in Phoenix is called "AZTech". This case study is one of a series documenting the level of ITS integration in several major metropolitan areas. This study also provides transportation professionals with an example of how to integrate ITS components and systems, including related costs and other details. The Seattle Smart Trek ITS Deployment involved a similar study to determine the benefits that could be achieved through cross-jurisdictional signal coordination. However, only simulation modeling was used to analyze the proposed signal timing changes in the Seattle study. KW - Benefits KW - Case studies KW - Deployment KW - Integrated systems KW - Intelligent transportation systems KW - Metropolitan Model Deployment Initiative KW - Phoenix (Arizona) KW - Seattle (Washington) KW - Traffic signal control systems KW - Transportation management systems UR - http://ntl.bts.gov/lib/18000/18900/18921/PB2002103092.pdf UR - https://trid.trb.org/view/681059 ER - TY - RPRT AN - 00940945 AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - MAINTENANCE OF SIGNS AND SIGN SUPPORTS FOR LOCAL ROADS AND STREETS PY - 2000 SP - 30 p. AB - This handbook is intended to help maintenance workers understand the importance of well maintained signs and provide information that will help them in accomplishing that task. KW - Handbooks KW - Highway maintenance KW - Roads KW - Sign supports KW - Signs KW - Streets UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_rt_00_00.pdf UR - https://trid.trb.org/view/731606 ER - TY - CONF AN - 00789678 JO - Transportation Research Record PB - Transportation Research Board AU - Rosales, M AU - Gottemoeller, F AU - Transportation Research Board TI - CONTEXTUAL AND URBAN DESIGN CONSIDERATIONS IN DESIGN OF MAJOR BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 17-24 AB - Bridges are prominent features of many landscapes. They are often justifiably called on to meet public objectives beyond their transportation function. It becomes the responsibility of the designer to determine what these requirements are and whether the proposed design is really addressing all of the dimensions of the problem, including objectives that may not express themselves in the form of number of lanes, minimum clearances, and other physical criteria. Public requests for structures that emulate historical bridges or architecture are especially difficult to meet given modern transportation demands on the structure and given modern materials and techniques. The process must include recognition of the needs and effects of adjacent interchanges. The techniques used to incorporate contextual and urban design concerns into the design of contemporary bridges so that the public's desire for landmark bridges can be met without resorting to the use of imitations of historical precedents are described. Three case studies are used to illustrate the ideas: the new Charles River Bridge in Boston, Massachusetts, Florida's Clearwater Memorial Causeway Bridge, and the designs for two major crossings of the Raccoon River in Des Moines, Iowa. The aesthetic urban design and community considerations that guided the design for the bridges are described by the projects' architects and urban designers. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Bridges KW - Case studies KW - Design KW - Interchanges KW - Urban areas UR - http://dx.doi.org/10.3141/1696-03 UR - https://trid.trb.org/view/651181 ER - TY - RPRT AN - 00803922 AU - Federal Highway Administration TI - GUIDE TO DEVELOPING PERFORMANCE-RELATED SPECIFICATIONS FOR PCC PAVEMENTS PY - 2000 SP - v.p. AB - This CD-ROM contains a four-volume report presenting guidelines and recommendations to assist State and local highway/transportation agencies in developing and using performance-related specifications for portland cement concrete pavement construction. Through the use of PaveSpec 2.0 software, also contained in this CD-ROM, State and local highway/transportation agencies can develop performance-related specifications and predict the performance of a constructed pavement. The PaveSpec 2.0 software can additionally be used as a technology transfer tool to enable both contractors and highway agencies to gain a better understanding of what it takes to construct high-performance pavements. KW - CD-ROM KW - Concrete pavements KW - Forecasting KW - Guidelines KW - Pavement performance KW - Performance based specifications KW - Recommendations KW - Road construction KW - Software KW - Technology transfer UR - https://trid.trb.org/view/667671 ER - TY - RPRT AN - 00933935 AU - Federal Highway Administration TI - SUMMARY OF INTERNATIONAL SCANNING PROGRAM FOR RIGHT OF WAY AND UTILITIES, MARCH 13-15, 2000 PY - 2000 SP - 8 p. AB - Highway right of way acquisition and utilities accommodation in the United States have become significantly more complex during the last 20 years. At the same time, right of way and utilities personnel are under increasing pressure to provide cleared right of way more quickly. The objective of this scanning tour was to review and document procedures and best practices in several European countries for the major functional work areas involved in highway right of way and utilities processes. Norway, Germany, the Netherlands and the United Kingdom were identified as countries where right of way issues and solutions in both urban and rural areas would relate to issues in the United States. The U.S. delegation's goal was to identify practices in the selected countries that, when implemented in the United States, will help ensure timely procurement and clearance of highway right of way and adjustment of utilities. KW - Best practices KW - Germany KW - Highways KW - International Scanning Program KW - Netherlands KW - Norway KW - Procedures KW - Procurement KW - Public utilities KW - Right of way (Land) KW - Rural areas KW - United Kingdom KW - United States KW - Urban areas UR - http://www.fhwa.dot.gov/realestate/scans/index.htm UR - https://trid.trb.org/view/724985 ER - TY - RPRT AN - 00933887 AU - Illinois Department of Transportation AU - Federal Highway Administration TI - ILLINOIS TRAVEL STATISTICS - 1999 PY - 2000 SP - 31 p. AB - These are the statistics for travel in Illinois during 1999. Major categories of travel statistics in the paper include travel history, continuous count station data, statewide vehicle miles of travel, state system and urbanized areas vehicle miles of travel, and statewide vehicle miles of travel by vehicle type. A district map is also included, as well as a table of counties and corresponding districts. Both urban and rural areas are covered. KW - Counties KW - Districts and authorities KW - History KW - Illinois KW - Maps KW - Rural areas KW - Statistics KW - Tables (Data) KW - Traffic counting stations KW - Traffic counts KW - Travel KW - Travel by vehicle type KW - Urban areas KW - Vehicle miles of travel UR - http://dot.state.il.us/travelstats/1999its.pdf UR - http://ntl.bts.gov/lib/11000/11200/11255/1999its.pdf UR - https://trid.trb.org/view/724946 ER - TY - CONF AN - 00815178 AU - Sen, A AU - Wisconsin Department of Transportation TI - ROBUST DATA PY - 2000 SP - 5p AB - This presentation relates the use of robust data in transportation statistics. The author notes that, when the quality of statistical data is poor, it is possible to get reliable data estimates with the use of a robust estimate of the mean. It is the intention of the Bureau of Transportation Statistics (BTS) to use robust statistics and robust data. The author notes that, in April 2000, BTS conducted an audit of data quality on four databases chosen at random in the U.S. Department of Transportation. They found that one of the databases had poor data quality, two were adequate, and one was excellent. The rest of the presentation discusses denominator data, the Intermodal Transportation Database (ITDB), and statistical graphics. U1 - North American Travel Monitoring Exhibition and Conference (NATMEC)Wisconsin Department of Transportation, Federal Highway Administration, Transportation Research Board, Transport Canada, American Association of State Highway and Transportation Officials, University of Wisconsin-MadisonMiddleton, Wisconsin StartDate:20000827 EndDate:20000831 Sponsors:Wisconsin Department of Transportation, Federal Highway Administration, Transportation Research Board, Transport Canada, American Association of State Highway and Transportation Officials, University of Wisconsin-Madison KW - Databases KW - Estimates KW - Graphics KW - Statistical analysis KW - Statistical quality control KW - Statistics KW - U.S. Bureau of Transportation Statistics KW - U.S. Department of Transportation UR - https://trid.trb.org/view/692004 ER - TY - CONF AN - 00797074 AU - National Safety Council AU - National Highway Traffic Safety Administration AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration TI - TRAFFIC RECORDS FORUM, PORTLAND, OREGON, JULY 31 - AUGUST 3, 2000 PY - 2000 SP - n.p. AB - This CD is the first ever Traffic Records Forum CD. It contains the proceedings of the 26th Annual Forum. The contents are organized by session. There are 42 sessions. For some of the presentations, only the title and author are available. Some presentations include an abstract and others include an abstract and paper and/or slides. The forum includes informative sessions on a wide range of safety issues. The forum provides those in traffic records with new knowledge to keep our highways safe as we progress into the 21st century. U1 - The 26th International Forum on Traffic Records and Highway Information SystemsNational Safety Council; National Highway Traffic Safety Administration; Federal Highway Administration; and Federal Motor Carriers Safety Administration.Portland, Oregon StartDate:20000731 EndDate:20000803 Sponsors:National Safety Council; National Highway Traffic Safety Administration; Federal Highway Administration; and Federal Motor Carriers Safety Administration. KW - CD-ROM KW - Conferences KW - Crash records KW - Driver records KW - Highway safety KW - Information management KW - Records management KW - Traffic records KW - Traffic safety UR - https://trid.trb.org/view/655494 ER - TY - RPRT AN - 00795274 AU - Federal Highway Administration TI - BINATIONAL BORDER TRANSPORTATION PLANNING AND PROGRAMMING STUDY TASK REPORTS PY - 2000 SP - v.p. AB - As specified in a United States/Mexico Memorandum of Understanding (MOU) signed on April 29, 1994, a Joint Working Committee (JWC) was designated to coordinate the planning and programming of intermodal projects along the border. The MOU recognized that the long term success of cooperative project development along the border requires coordinated planning and programming processes. The JWC is comprised of representatives from the 6 border states in Mexico and the 4 U.S. border states; and the Federal governments in both countries, including the U.S. State Department and the Mexican Secretariat of Foreign Relations. Through meetings of the JWC, a comprehensive planning study was initiated to look at conditions along the border. The completed reports from this study are on this CD-ROM in both English and Spanish. They are presented as the reports of the following tasks: Task 1 - Annotated Bibliography - U.S. and Mexican Documents; Task 2 - Inventory of Existing and Programmed Binational Transportation Facilities - Summary, U.S. Inventory of Existing and Programmed Binational Transportation Facilities, and Mexican Inventory of Existing and Programmed Binational Transportation Facilities; Task 3 - Inventory of Selected Port of Entry Systems on the U.S.-Mexican Border; Task 3.1 - Description of Commercial Motor Vehicle Trade Flow Process; Task 4 - The U.S. Transportation Planning and Programming Processes, and The Transportation Planning and Programming Processes in Mexico; (no Task 5 report); Task 6 - Analysis of Public and Private Investment Programs in Mexico and the United States; (no Task 7 report); Task 8 - Current Trade and Passenger Flow Data; Task 9 - Port of Entry Case Studies; Task 10 - Economic Impacts of U.S.-Mexico Binational Trade, and Case Study Appendix; Task 11 - Changes in U.S. and Mexican Cross Border Trade Flows by Land Transportation Systems; Task 12 - Evaluation of U.S. and Mexican Border Area Capabilities to Forecast Expanding Trade; Task 13 - Estimating Border Crossing Utility; Task 14 - Methodologies for Developing Estimates of Costs and Benefits for Assessing Transportation Impacts of U.S.-Mexican Trade; (no Task 15 or 16 reports); Task 17 - Binational Data Bank; (no Task number for this report) Joint Working Committee Transition Plan; and Phase IV - Continuing Transportation Planning and Programming. KW - Benefits KW - Case studies KW - Commercial vehicle operations KW - Commodity flow KW - Costs KW - Data banks KW - Economic impacts KW - Estimating KW - Forecasting KW - Governments KW - International borders KW - International trade KW - Inventory KW - Investments KW - Mexico KW - Operational efficiency KW - Passenger flow KW - Passenger traffic KW - Ports of entry KW - Private enterprise KW - Programming (Planning) KW - Transportation facility operations KW - Transportation planning KW - United States KW - United States-Mexico Border UR - https://trid.trb.org/view/655451 ER - TY - RPRT AN - 00928029 AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC BRIDGE VIEWS PY - 2000 SP - 44 p. AB - This publication is a compilation of the first ten issues of "HPC Bridge Views," a bimonthly publication featuring articles on bridges constructed with high performance concrete (HPC). Topics covered include: specifications; cast-in-place concrete decks; fabrication of precast, prestressed bridge components; and questions and answers about HPC. Articles are prepared by partners in the HPC for bridges implementation effort, including the American Association of State Highway and Transportation Officials HPC Lead States Team, State Departments of Transportation, universities, ready-mixed concrete suppliers, the prestressed concrete industry, material and admixture suppliers, contractors, consultants, and the Federal Highway Administration. KW - Bridge decks KW - Cast in place concrete KW - Concrete bridges KW - Fabrication KW - High performance concrete KW - Precast concrete KW - Prestressed concrete bridges KW - Specifications UR - https://trid.trb.org/view/718743 ER - TY - RPRT AN - 00912598 AU - ARMOUR, TOM AU - Federal Highway Administration TI - MICROPILE DESIGN AND CONSTRUCTION GUIDELINES IMPLEMENTATION MANUAL. PY - 2000 IS - PB2001-101669 AB - No abstract provided. KW - Anchorages KW - Piles (Supports) KW - Soil stabilization UR - https://trid.trb.org/view/585788 ER - TY - RPRT AN - 00806989 AU - Federal Highway Administration TI - TRAFFIC VOLUME TRENDS PY - 2000 SP - v.p. AB - This CD-ROM contains Traffic Volume Trends (TVT). The list of directories and files on the CD-ROM are as follows: NETSETUP (Directory contains the setup.exe and TVT Application files); TVTGUIDE.WPD (TVT User Reference Manual - WordPerfect); TMG.PDF (Traffic Monitoring Guide - Adobe Acrobat); STATE_EQ.XLS (State Traffic Monitoring Equipment Database - Excel spreadsheet); and README.TXT (The Readme File - ASCII text). Updates can be found at http://www.fhwa.dot.gov/ohim/tvtw/tvtpage.htm. KW - CD-ROM KW - Traffic volume KW - Trend (Statistics) KW - United States UR - https://trid.trb.org/view/673804 ER - TY - RPRT AN - 00911339 AU - Federal Highway Administration TI - INTERACTIVE HIGHWAY SAFETY DESIGN MODEL IHSDM.. T2 - IHSDM PY - 2000 AB - No abstract provided. KW - Intelligent transportation systems KW - Safety KW - Traffic engineering KW - Transportation KW - United States UR - https://trid.trb.org/view/585296 ER - TY - RPRT AN - 00823218 AU - Federal Highway Administration AU - University of Minnesota, Minneapolis TI - CONGESTION IN THE TWIN CITIES: WHO'S PAYING THE PRICE PY - 2000 SP - 8 p. AB - Congestion is becoming a big problem in the Twin Cities and finding/creating solutions for it is an even bigger problem. This workshop explored the growing traffic congestion problem in the Twin Cities, examined the role of market-based or value pricing solutions in the region, and proposed an action plan for value pricing in the Twin Cities metropolitan area. KW - Countermeasures KW - Markets KW - Pricing KW - Regional planning KW - Regional transportation KW - Road pricing KW - Traffic congestion KW - Twin Cities Metropolitan Area (Minnesota) UR - http://www.cts.umn.edu/sites/default/files/files/publications/proceedings/ValuePricing.pdf UR - https://trid.trb.org/view/713361 ER - TY - CONF AN - 00803654 AU - Transportation Research Board TI - GET IN, GET OUT, STAY OUT! PROCEEDINGS OF THE WORKSHOP ON PAVEMENT RENEWAL FOR URBAN FREEWAYS, FEBRUARY 16-19, 1998, THE BECKMAN CENTER, IRVINE, CALIFORNIA SN - 0309071569 PY - 2000 SP - 96p AB - This report presents the proceedings from a workshop examining innovative approaches for the efficient and long-lived renewal of freeway pavement while minimizing adverse traffic and community impacts. Another goal was to focus on recent innovations that are immediately applicable and to present an agenda for necessary research and technology development associated with the technologies. The workshop addressed the following topics: highway materials, pavement design, traffic management, traffic operations/work zone control economics and finance issues, non-destructive evaluation, construction equipment, and overpasses. U1 - Get In, Get Out, Stay Out: Workshop on Pavement Renewal for Urban FreewaysFederal Highway Administration, California Department of Transportation, and Transportation Research BoardIrvine, California StartDate:19980216 EndDate:19980219 Sponsors:Federal Highway Administration, California Department of Transportation, and Transportation Research Board KW - Construction equipment KW - Economics KW - Financing KW - Highways KW - Innovation KW - Materials KW - Nondestructive tests KW - Overpasses KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Research KW - Technology KW - Traffic control KW - Work zone traffic control KW - Workshops UR - https://trid.trb.org/view/671558 ER - TY - RPRT AN - 00909621 AU - Loehr, J Erik AU - Bowders, John J AU - SALIM, HANI A AU - Missouri Department of Transportation AU - University of Missouri-Columbia. Department of Civil and Environmental Engineering AU - Federal Highway Administration TI - SLOPE STABILIZATION USING RECYCLED PLASTIC PINS: CONSTRUCTABILITY SIC. T2 - SLOPE STABILIZATION USING RECYCLED PLASTIC PINS: CONSTRUCTIBILITY PY - 2000 AB - No abstract provided. KW - Maintenance KW - Missouri KW - Plastic scrap KW - Plastics KW - Roads KW - Scrap KW - Slopes KW - Soil stabilization UR - https://trid.trb.org/view/585097 ER - TY - RPRT AN - 00815909 AU - HNTB Corporation AU - Minnesota Department of Transportation AU - City of St. Paul AU - Federal Highway Administration TI - ADVANCED PARKING INFORMATION SYSTEM EVALUATION REPORT PY - 2000 SP - 52 p. AB - The Minnesota Department of Transportation, under the Minnesota Guidestar program, in partnership with the Federal Highway Administration, City of St. Paul and AGS Group, and with the participation of ten Civic Center/Rice Park area parking facilities, has concluded an Intelligent Transportation System (ITS) operational test of an advanced parking information system in downtown St. Paul. In general, the test consisted of the implementation and operation of electronic signs displaying real-time parking availability information for special events in the Civic Center/Rice Park area of downtown St. Paul. This report documents the evaluation analysis and results of the operational test. The evaluation assesses the impact/effect of the advance parking information system on the motoring public, parking facility operators, roadway system operations, and other ITS systems in St. Paul, and documents the system costs, technical capabilities, transferability, and any legal or institutional issues encountered during the test. KW - Advanced traveler information systems KW - Central business districts KW - Costs KW - Evaluation and assessment KW - Field tests KW - Impacts KW - Institutional issues KW - Intelligent transportation systems KW - Legal factors KW - Parking KW - Parking guidance systems KW - Real time information KW - Saint Paul (Minnesota) KW - Special events KW - Technology assessment KW - Variable message signs UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13588/13588.pdf UR - https://trid.trb.org/view/690570 ER - TY - RPRT AN - 00814831 AU - Pant, Prahlad D AU - University of Cincinnati AU - Federal Highway Administration AU - Ohio Department of Transportation TI - A PORTABLE REAL-TIME TRAFFIC CONTROL SYSTEM FOR FREEWAY WORK ZONES PY - 2000 SP - vii, 71 p. AB - This report describes the Travel Time Prediction System (TIPS), a portable, real-time, automated system which calculates travel times between different points in advance of and within a freeway work zone and then makes this information available to drivers through variable message signs. The report first describes the methodology behind TIPS. It then describes the hardware and software development. Implementation, deployment, and results from field tests are reported. Evaluation of TIPS by motorists are presented. The report concludes with recommendations focusing on the implementation of TIPS in a work zone or rural or suburban freeway. KW - Real time information KW - Travel time KW - Variable message signs KW - Work zone safety UR - https://trid.trb.org/view/682205 ER - TY - RPRT AN - 00815786 AU - Federal Highway Administration TI - OUR NATION'S HIGHWAYS: SELECTED FACTS AND FIGURES, 2000 PY - 2000 SP - 44 p. AB - The information in this publication provides a condensed overview of facts and figures about the Nation's highways. This publication is designed to be of interest to the average citizen. The Federal Highway Administration (FHWA) is the source of the data except where noted. State governments collect and provide these data to the FHWA each year. Unless otherwise stated, 1998 data are displayed in this publication. The contents are as follows: Our Nation's Highways; Air Quality; The Vehicle Fleet; Licensed Drivers; The Highway System; National Highway System; Conditions, Performance, and Safety; Motor-Fuel Use; Travel; Highway Funding and Expenditures; Selected State and Urbanized Area Statistics; and Publication Listing. KW - Air quality KW - Drivers KW - Expenditures KW - Finance KW - Fuel consumption KW - Highway safety KW - Highways KW - Motor vehicles KW - National Highway System KW - Publications KW - States KW - Statistics KW - Travel KW - United States KW - Urban areas UR - http://www.fhwa.dot.gov/ohim/onh00/index.htm UR - http://ntl.bts.gov/lib/12000/12000/12077/FHWA-PL-01-1012.pdf UR - https://trid.trb.org/view/690493 ER - TY - RPRT AN - 00813306 AU - Fleischer, Peter B AU - Hicks, Robert AU - Public Technology, Incorporated AU - Federal Highway Administration TI - OPERATIONS AND MANAGEMENT : WHAT DOES IT MEAN FOR LOCAL AGENCIES? PY - 2000 SP - 33 p. AB - As local governments realize the tangible and practical benefits of operations and management (O&M), elected officials will have a greater propensity toward supporting and seeking additional resources for O&M. With benefits such as equitable funding among cities and counties, the building of TMCs, and 'invisible' technical improvements such as signal synchronization, O&M can increase in value, attracting ongoing financial support and providing the intelligence in the intelligent transportation system KW - Finance KW - Policy KW - Traffic control centers KW - Transportation operations UR - http://ntl.bts.gov/lib/17000/17800/17874/PB2001104836.pdf UR - https://trid.trb.org/view/681075 ER - TY - RPRT AN - 00813174 AU - Sussman, Joseph AU - Pearce, Vincent AU - Hicks, Brandy AU - Carter, Mark AU - Lappin, Jane E AU - Casey, Robert F AU - Orban, John E AU - McGurrin, Michael AU - DeBlasio, Allan J AU - Federal Highway Administration TI - WHAT HAVE WE LEARNED ABOUT INTELLIGENT TRANSPORTATION SYSTEMS? PY - 2000 SP - iii, 188 p. (848 Kb) AB - In this document, a group of authors look back on the 10 years of the national intelligent transportation systems program and examine which ITS technology applications have been successful, which have not been successful and what are the underlying factors that determine success versus failure. An appendix summarizes the state of deployment of ITS technologies. Chapter 1. What have we learned about ITS : a synthesis -- Chapter 2. What have we learned about freeway, incident and emergency management and electronic toll collection -- Chapter 3. What have we learned about arterial management -- Chapter 4. What have we learned about advanced traveler information systems and customer satisfaction -- Chapter 5. What have we learned about advanced public transportation systems -- Chapter 6. What have we learned about ITS for commercial vehicle operations -- Chapter 7. What have we learned about cross-cutting technical and programmatic issues -- Chapter 8. What have we learned about ITS : final comments -- Appendix KW - Intelligent transportation systems KW - Technology assessment UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13316.pdf UR - https://trid.trb.org/view/682615 ER - TY - RPRT AN - 00813281 AU - Federal Highway Administration AU - Iowa Department of Transportation AU - Missouri Department of Transportation AU - Wisconsin Department of Transportation AU - Castle Rock Consultants TI - FORETELL A NEW SOURCE FOR WEATHER-RELATED ROAD INFORMATION PY - 2000 SP - 1 videocassette (10 mins.) AB - FORETELL combines intelligent transportation and weather prediction systems to create an advanced highway maintenance management and traveler information system. FORETELL will serve as a one-stop information source. Through FORETELL users will be able to access information on a wide range of weather and traveler information for any road or region in a state KW - Road weather information systems UR - https://trid.trb.org/view/682632 ER - TY - RPRT AN - 00813197 AU - Cheslow, Melvyn AU - Staples, Barbara L AU - Mitretek Systems. Center for Telecommunications and Advanced Technology AU - Department of Transportation AU - Federal Highway Administration TI - NATIONAL COSTS OF THE METROPOLITAN ITS INFRASTRUCTURE : UPDATE TO THE FHWA 1995 REPORT PY - 2000 SP - vi, 32, [43] p. AB - This working paper provides new estimates regarding the costs of deploying Intelligent Transportation System (ITS) infrastructure elements in the 75 largest metropolitan areas in the U.S. It builds upon estimates that were distributed in June 1995 and takes into account new sources of ITS cost estimates that have since appeared. The paper first describes the steps used to produce the cost estimates. The updates to the 1995 cost estimates are then given. Alternative values of full market penetration are then discussed. An addendum updates the estimates remaining to deploy ITS infrastructure elements in the 75 largest metropolitan areas in the U.S. It provides estimates to the deployment costs expended through 1999 and then updates the remaining costs to deploy ITS infrastructures based on this 1999 deployment cost estimate. KW - Deployment KW - Finance KW - Intelligent transportation systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13866.pdf UR - https://trid.trb.org/view/680985 ER - TY - RPRT AN - 00810312 AU - Obenberger, Jon AU - Federal Highway Administration TI - HIGHWAY TRAFFIC OPERATIONS AND FREEWAY MANAGEMENT : STATE-OF-THE- PRACTICE REVIEW : DRAFT PY - 2000 SP - 37 p. AB - The purpose of this report is to identify the current state-of-the- practice of state and local agencies involved with managing travel and controlling traffic on freeway facilities and rural highways. A literature review was performed to identify and document the needs issues, perspectives of practitioners,successful practices, trends and gaps in practice. Based on the results of this initial assessment the expected near-term focus on Highway Traffic Operations and Freeway Management Program is to pursue initiatives and activities that meet the needs and improve the state-of-the-practice of public agencies. The remaining sections of this report provide an overview and identify the current state-of-the-practice with highway traffic operations and freeway management, and near-term activities proposed by FHWA KW - Freeway management systems KW - Transportation operations UR - https://trid.trb.org/view/679252 ER - TY - RPRT AN - 00810201 AU - Mitretek Systems AU - Federal Highway Administration AU - Road Weather Management Program (U.S.) TI - SURFACE TRANSPORTATION WEATHER DECISION SUPPORT REQUIREMENTS : PRELIMINARY INTERFACE REQUIREMENTS : ADVANCED-INTEGRATED DECISION SUPPORT USING WEATHER INFORMATION FOR SURFACE TRANSPORTATION DECISION MAKERS. DRAFT VERSION 2.0 PY - 2000 SP - 168 p. (567 Kb) AB - This Preliminary Interface Requirements (PIR) is a draft document for the Surface Transportation Weather Decision Support Requirements (STWDSR) project. The STWDSR project is being conducted by Mitretek Systems, Inc., for the Federal Highway Administration (FHWA) Office of Transportation Operations (HOTO) Road Weather Management Program. The PIR complements the STWDSR Operational Concept Description (OCD) document, and both documents together constitute the STWDSR version 2.0 (V2.0) deliverable. The PIR defines requirements on the external information sources for the winter road maintenance decision support functions described in the OCD KW - Decision support systems KW - Road weather information systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13242.pdf UR - https://trid.trb.org/view/682418 ER - TY - RPRT AN - 00809388 AU - Federal Highway Administration AU - Purdue University/Indiana Department of Transportation JHRP TI - BIOREMEDIATION. PTP TECHNOLOGY TRANSFER TOOL PY - 2000 SP - n.p. AB - This CD-ROM provides information on how to implement bioremediation as a technique to clean up soils contaminated with petroleum products and thereby decrease the practice of landfilling these areas. Included are plans on how to design and implement good bioremediation projects and an indepth guidance manual. KW - Bioremediation KW - CD-ROM KW - Environmental design KW - Environmental protection KW - Guidelines KW - Landfills KW - Manuals KW - Petroleum products KW - Soils UR - https://trid.trb.org/view/673864 ER - TY - RPRT AN - 00808857 AU - Federal Highway Administration TI - THE CONGESTION MITIGATION AND AIR QUALITY IMPROVEMENT PROGRAM PY - 2000 SP - 33 p. AB - Clean air is an important part of a healthy environment. Unfortunately, many industrial and transportation activities that sustain our economy can also produce air pollutant emissions as by-products, degrading our air quality. Safeguarding our air from such contamination is an important priority of the U.S. Department of Transportation (U.S. DOT), the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA). The FHWA and FTA goal to reduce delays on the transportation system and to protect and enhance the natural environment and communities affected by transportation is greatly advanced by the Congestion Mitigation and Air Quality Improvement Program (CMAQ). This brochure describes the CMAQ Program, a transportation air quality improvement program. It contains background and resource material for transportation planners, project applicants, environmental stewards and the general public. It includes information about application procedures, eligible projects and contacts for more information. KW - Air pollution KW - Air quality KW - Brochures KW - Congestion Mitigation and Air Quality Improvement Program KW - Highway travel KW - Improvements KW - Public transit KW - Traffic congestion KW - Traffic delays KW - Traffic mitigation UR - http://ntl.bts.gov/lib/10000/10500/10532/cmaqbroc.pdf UR - https://trid.trb.org/view/673498 ER - TY - RPRT AN - 00807006 AU - California Department of Transportation AU - Federal Highway Administration TI - CAPITOL CITY FREEWAY (STATE ROUTE 51) / INTERSTATE 80 CONNECTOR WIDENING PROJECT : DRAFT INITIAL STUDY/ENVIRONMENTAL ASSESSMENT PY - 2000 SP - 90 p. AB - This report describes the environmental consequences of a project designed to widen the Capitol City Freeway (State Route 51) Interstate 80 connector in California from two to three lanes. Three alternatives are considered for the project. The report presents an overview and evaluation of the affected environmental area. This includes a review of impacts on: aesthetics, air quality, biological resources, cultural resources, geology and soils, hazardous materials hydrology and water quality, noise, population and housing, public services, recreation, transportation/traffic, and utilities and service systems. Mitigation measures are also discussed. The report proposes a negative declaration, indicating that even though the proposal could have a significant effect on the environment mitigation measures described would have a significant effect. KW - California KW - Freeways KW - Highway design KW - Interstate highways KW - Pavement widening UR - https://trid.trb.org/view/672940 ER - TY - RPRT AN - 00806990 AU - Federal Highway Administration TI - FHWA HYDRAULICS LIBRARY, VERSION 1.0 PY - 2000 SP - v.p. AB - Included are a library CD and a Video Disc CD. The library CD contains 32 Federal Highway Administration (FHWA) hydraulic publications (approximately 7000 pages) and the video CD contains three videos (approximately 1 hour). The library includes seven Hydraulic Design Series publications, 19 Hydraulic Engineering Circular publications, five implementation publications and Highways in the River Environment. The video library includes "Improved Inlets for Highway Culverts," "Energy Dissipators for Hydraulic Structures" and "Hydraulics of Energy Dissipators." The library is designed for Windows 95/NT4. KW - CD-ROM KW - Culverts KW - Dissipation KW - Energy dissipators KW - Highway design KW - Highway engineering KW - Hydraulic structures KW - Hydraulics UR - https://trid.trb.org/view/673805 ER - TY - RPRT AN - 00808436 AU - Federal Highway Administration TI - FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION PY - 2000 SP - 265 p. AB - The coursebook is designed to present current information on pedestrian and bicycle planning and design techniques and practical and useful examples on how to increase bicycling and walking. The topics include: The Need for Bicycle and Pedestrian Mobility; Pedestrian and Bicycle Activity in America Today; Bicycle and Pedestrian Planning; Pedestrian and Bicycle Crashes; Adapting Suburban Communities for Bicycle and Pedestrian Travel; Tort Liability and Risk Management; Off-Road Trails; Traffic Calming; Pedestrian Facility Design, and Bicycle Facility Design. KW - Bicycles KW - Bicycling KW - Crashes KW - Facilities KW - Pedestrians KW - Safety KW - Textbooks KW - Tort liability KW - Traffic crashes KW - Walking UR - http://safety.fhwa.dot.gov/ped_bike/univcourse/pdf/instructor.pdf UR - https://trid.trb.org/view/673363 ER - TY - RPRT AN - 00806889 AU - Bloomquist, D AU - Sangpetngam, B AU - Kerr, K AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF JOINT INFILTRATION AND DRAINAGE OF RIGID PAVEMENTS PY - 2000 SP - 149 p. AB - Rigid pavements are primarily distressed by the effects of pumping, i.e., relocation and erosion of subbase material resulting in joint faulting and transverse cracking due to loss of support. The capability of a pavement system to drain susceptible water from its subbase is a major factor governing a pavement's long-term serviceability. There are two basic methods currently in use for analyzing the drainage requirement: a steady-state flow analysis or a time-to-drain approach. This report examines the characteristics of both techniques and the factors affecting their results are discussed. Currently, the Florida Department of Transportation uses a value of 0.7 cu ft/day/ft joint infiltration rate to design the subbase geometry based on the steady-state flow method. Applicability of this infiltration rate to Florida conditions has not been verified. This study examines various joint infiltration values, based on typical Florida subbase conditions and their effect on section geometry. Both steady state and time-to-drain approaches were investigated. It was found that the joint infiltration value necessary to achieve a well-drained (i.e., an effective) section deviates from the 0.7 cu ft/day/ft figure, depending on the methodology used in the steady-state-flow calculations. In addition, unlike the steady-state-flow approach, which is an empirically derived method, the time-to-drain technique appears to be a more rational approach and directly connotes the drainage capability of a pavement system. Based on this procedure, it suggests that subbase materials furnish excellent drainage characteristics if they contain 5% or less fine material. However, higher percentages may also provide adequate drainage since the standard usage of time-to-drain to 85% may not be required. Thus, both a new field infiltration test and a pore-pressure-generation lab test were developed to assess this figure. The preliminary results of both procedures are outlined in the report. Finally, design charts for both approaches are presented and reveal that soil properties and the sectional geometry have a major effect on sub-drainage quality. The information gleaned through the analysis of both design procedures led to the development of a new method for analyzing subbase drainage. The method computes the elapsed time required to achieve a particular phreatic surface level below the pavement. In fact, drainage to a finite level may provide design engineers with a useful tool in reducing subbase deterioration through pumping. KW - Design charts KW - Drainage KW - Field tests KW - Fines (Materials) KW - Florida KW - Infiltration KW - Laboratory tests KW - Pavement joints KW - Pumping (Pavements) KW - Rigid pavements KW - Subbase (Pavements) KW - Transverse cracking UR - https://trid.trb.org/view/672831 ER - TY - CONF AN - 00789737 JO - Transportation Research Record PB - Transportation Research Board AU - Alampalli, S AU - Owens, F AU - Transportation Research Board TI - IN-SERVICE PERFORMANCE OF HIGH-PERFORMANCE CONCRETE BRIDGE DECKS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 193-196 AB - The current statewide standard for New York State bridge decks is Class HP (high-performance) concrete. This mix was introduced in April 1996 to increase deck durability by reducing cracking and permeability. Since its introduction, more than 80 bridge decks have been built with Class HP concrete. To compare the performance of Class HP concrete with that of previously specified concrete, the decks were visually inspected. Results indicated that Class HP decks performed better than previously specified concrete in resisting both longitudinal and transverse cracking. Furthermore, of the 84 decks inspected, 49% exhibited no cracking at all, but of those that had cracked, 88% exhibited equal or less longitudinal cracking and 80% exhibited equal or less transverse cracking than previously specified concrete. A final result showed that average transverse crack density on Class HP decks, excluding uncracked decks, was 6.9 cm/sq m. This value is comparable with crack densities for other decks (not using HP mix) that were reported in recent literature. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge decks KW - Crack density KW - Cracking KW - High performance concrete KW - Inspection KW - Longitudinal cracking KW - New York (State) KW - Performance evaluations KW - Permeability KW - Transverse cracking UR - http://dx.doi.org/10.3141/1696-62 UR - https://trid.trb.org/view/651240 ER - TY - CONF AN - 00789735 JO - Transportation Research Record PB - Transportation Research Board AU - Gross, S P AU - Burns, N H AU - Transportation Research Board TI - IMPLEMENTATION OF HIGH STRENGTH-HIGH PERFORMANCE CONCRETE IN TWO TEXAS HIGHWAY OVERPASS STRUCTURES: CRITICAL COMPARISON SN - 0309071224 PY - 2000 IS - 1696 SP - p. 179-187 AB - Two prestressed concrete highway overpass structures, the Louetta Road Overpass and the North Concho River Overpass, were recently constructed in Texas. The structures were built with high strength-high performance concrete (HS-HPC) with nominal strengths of up to 61 MPa (8,800 psi) at release of prestress and 97 MPa (14,000 psi) at 56 days. The use of HS-HPC, in addition to the use of prestressing strands that measured 15 mm (0.6 in.) in diameter, allowed for the accommodation of longer spans and larger girder spacing than are typical for similar designs with conventional concrete. As a result, the structural designs were extremely efficient when compared with the conventional designs. In addition, use of HPC in bridge decks is expected to result in reduced maintenance requirements and a longer service life for each bridge, thereby reducing life-cycle costs. Although HPC is used in both structures to increase structural efficiency and reduce projected life-cycle costs, the structures are quite different and represent unique applications of HPC. Both structures were instrumented as part of an extensive research program, and data were collected on prestress losses, camber and deflections, concrete strains, and concrete temperatures in several actual bridge girders. These data, in combination with observations regarding practical issues such as fabrication, handling, and overall construction costs, are used to compare and contrast the use of HPC in the two bridges. A brief set of recommendations for the use of HPC in future highway bridge projects is also presented. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge decks KW - Cargo handling equipment KW - Construction KW - Costs KW - Curvature KW - Data collection KW - Deflection KW - Diameter KW - Girders KW - High performance concrete KW - High strength concrete KW - Life cycle costing KW - Overpasses KW - Prestress losses KW - Prestressed concrete bridges KW - Prestressing strands KW - Recommendations KW - Service life KW - Strain (Mechanics) KW - Structural design KW - Structural efficiency KW - Temperature KW - Texas UR - http://dx.doi.org/10.3141/1696-60 UR - https://trid.trb.org/view/651238 ER - TY - CONF AN - 00789734 JO - Transportation Research Record PB - Transportation Research Board AU - Huo, X AU - Tadros, M K AU - Transportation Research Board TI - STRUCTURAL DESIGN OF HIGH-PERFORMANCE CONCRETE BRIDGE BEAMS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 171-178 AB - Recently high-performance concrete (HPC) has been used in highway bridges and has gained popularity for its short-term and prospective long-term performances. Benefits of using HPC include fewer girder lines required, longer span capacity of girders, reduced creep and shrinkage deformation, less prestress losses, longer life cycle, and less maintenance of bridges. Research has been conducted on several issues of structural design of HPC bridge beams. The topics discussed include the effects of section properties of prestressed concrete girders, allowable tensile and compressive stresses, creep and shrinkage deformations of HPC, and prediction of prestress losses with HPC. The results from a parametric study have shown that a section that can have a large number of strands placed in its bottom flange is more suitable for HPC applications. The use of 15-mm-diameter prestressing strands allows the higher prestressing force applied on sections and can provide more efficiency in HPC bridges. The research results also indicate that the allowable compressive strength of HPC has a major effect on the structural design of bridges, whereas the allowable tensile stress has a minor effect on the design. Equations for predicting prestress losses based on the experimental and analytical results are recommended. The recommended equations consider the effects of lower creep and shrinkage deformations of HPC. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Compressive strength KW - Creep KW - Deformation KW - Equations KW - Girders KW - High performance concrete KW - Highway bridges KW - Prestress losses KW - Prestressed concrete KW - Prestressing KW - Shrinkage KW - Stresses KW - Structural design KW - Tensile stress UR - http://dx.doi.org/10.3141/1696-59 UR - https://trid.trb.org/view/651237 ER - TY - CONF AN - 00789702 JO - Transportation Research Record PB - Transportation Research Board AU - VIRLOGEUX, M AU - Transportation Research Board TI - NEW TRENDS IN PRESTRESSED CONCRETE BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 238-272 AB - An overview of the recent evolution in the design and construction of prestressed concrete bridges worldwide is provided. Several major trends are evidenced. Certainly those trends that have had greater influences on the industry because of their wide applications are the development of external prestressing, which is now systematically used in some countries for medium-span bridges; the emergence of high-performance concrete, which extends the possibilities at the same time as it improves the durability of concrete structures; and the more frequent association of steel and concrete for composite bridges of different types and composite elements in bridges, allowing the construction of many innovative structures. For more specific applications, cable-stayed bridges, for which interesting developments have been seen in the last 10 years, and the more extensive use of heavy prefabrication in large projects, with elements up to several thousands of metric tons, are also described. Bridge architecture is also discussed in terms of the fact that good structural designs can produce elegant prestressed concrete bridges. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Architecture KW - Cable stayed bridges KW - Composite structures KW - External prestressing KW - High performance concrete KW - Innovation KW - Prefabricated bridges KW - Prestressed concrete bridges KW - Steel KW - Structural design KW - Trend (Statistics) UR - http://dx.doi.org/10.3141/1696-27 UR - https://trid.trb.org/view/651205 ER - TY - CONF AN - 00789691 JO - Transportation Research Record PB - Transportation Research Board AU - Myers, J J AU - Carrasquillo, R L AU - Transportation Research Board TI - INFLUENCE OF HYDRATION TEMPERATURE ON DURABILITY AND MECHANICAL PROPERTY PERFORMANCE OF PRESTRESSED AND PRECAST HIGH-PERFORMANCE CONCRETE BEAMS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 131-142 AB - Concrete technology has continued to advance throughout the years to meet the demands of designers and innovative structural systems. With the advent of high-performance concrete (HPC), which contains large amounts of cementitious materials, the investigation of the impact of concrete temperature development during hydration on concrete performance is of keen interest. Match-curing technology was used to investigate the influence of concrete temperature development during hydration on the mechanical and material property performance of prestressed and precast HPC beams. These members were fabricated for use in two recently constructed HPC bridges in Texas. The investigation was conducted in conjunction with the design, instrumentation, and construction of the Louetta Road Overpass in Houston, Texas, and the North Concho River US-87 and South Orient Railroad Overpass in San Angelo, Texas. The Federal Highway Administration and the Texas Department of Transportation cosponsored these projects as part of the Strategic Highway Research Program to stimulate the use of HPC and to demonstrate the suitability of HPC in highway structures. The results of the study indicated that for HPCs that contain large amounts of cementitious materials, the concrete temperature during hydration can have a dramatic impact on both the mechanical and the material (durability) performance of the concrete. Temperature recommendations are provided to avoid less than optimal concrete performance on the basis of the member shapes and mix designs investigated in the study. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Cement content KW - Durability KW - High performance concrete KW - Hydration KW - Mechanical properties KW - Overpasses KW - Performance KW - Precast concrete KW - Prestressed concrete KW - Strategic Highway Research Program KW - Temperature KW - Texas UR - http://dx.doi.org/10.3141/1696-16 UR - https://trid.trb.org/view/651194 ER - TY - RPRT AN - 00805915 AU - Federal Highway Administration TI - LONG TERM PAVEMENT PERFORMANCE (LTPP): YEAR IN REVIEW 2000 PY - 2000 SP - 12 p. AB - Whether it is for moving people or goods, or whether it is to support local activities or national trade and tourism, the quality of pavements is an integral part of the quality of life in America. The Long Term Pavement Performance (LTPP) program is a major contributor toward ensuring that our Nation will have good pavements into the 21st century. LTPP answers key questions about pavement design characteristics that will help the States and Provinces achieve pavement performance that is both long-lived and cost-effective. The purpose of this report is to outline the program's 2000 accomplishments in each of its program areas and to provide an overview of key initiatives that LTPP will be pursuing in 2001. KW - Canadian Provinces KW - Cost effectiveness KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Pavements KW - Program management KW - Service life KW - States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/00year.cfm UR - http://ntl.bts.gov/lib/17000/17700/17709/PB2001103334.pdf UR - https://trid.trb.org/view/672511 ER - TY - RPRT AN - 00805913 AU - Federal Highway Administration TI - COMPUTED PARAMETERS: MOISTURE CONTENT FOR UNBOUND MATERIALS AT SEASONAL MONITORING PROGRAM SITES PY - 2000 SP - n.p. AB - Moisture content plays a significant role in the performance of pavements. Variation in the amount of moisture in the subgrade can change the volume of swelling soil, which may result in detrimental deformation of the pavement structure. An increase in moisture in the subgrade and unbound base can weaken the bearing capacity of these materials, affecting the pavement's response to loads and, ultimately, pavement service life. The moisture content of unbound materials at the Long Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) sites is computed based on the dielectric constant determined through the use of time-domain reflectometry and soil property data contained in the LTPP Information Management System (IMS) database. A discussion of the use of time-domain reflectometer (TDR) probes and the values derived from them can be found in the computed parameters document, "An Input for moisture Calculations--Dielectric Constant from Apparent Length" (Publication No. FHWA-RD-99-201), which can also be found on this web site. KW - Base course (Pavements) KW - Bearing capacity KW - Computed parameters KW - Constants KW - Deformation KW - Dielectric properties KW - Loads KW - Long-Term Pavement Performance Program KW - Moisture content KW - Monitoring KW - Pavement performance KW - Probes (Measuring devices) KW - Seasonal Monitoring Program (LTPP) KW - Seasons KW - Service life KW - Subgrade (Pavements) KW - Swelling soils KW - Time domain reflectometers KW - Unbound materials UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/00077/00077.pdf UR - https://trid.trb.org/view/673750 ER - TY - RPRT AN - 00805902 AU - Rada, G R AU - Wu, C L AU - Zhou, H AU - Elkins, G E AU - Law PCS AU - Federal Highway Administration TI - LONG TERM PAVEMENT PERFORMANCE (LTPP) CLIMATIC DATABASE REVISION AND EXPANSION PY - 2000 SP - 147 p. AB - Although the effects of climatic factors on pavement performance have long been recognized as important, those effects remain largely unquantified because individual pavement research projects to date generally have been restricted to limited geographical areas with more or less uniform climatic conditions and relatively short time spans, making it difficult to separate the effects of climatic factors from those of loading. By virtues of the relatively broad geographic and climatic distribution of the test sections involved and the long-term nature of the study, the Long Term Pavement Performance (LTPP) program will rectify that situation. The LTPP climatic database is intended to provide the weather and climatic information needed to characterize the environment in which each LTPP test section has existed from the time of construction through the LTPP monitoring period. The LTPP database was originally established in 1992, and its development is documented in the following report: "Development of the LTPP Climatic Database," SHRP-P-621, Strategic Highway Research Program, National Research Council, Washington, D.C., 1992. Between 1997 and 1998, the LTPP climatic database was revised and updated to (1) include test sections that had not been constructed when the original database was established, (2) improve accuracy of data for the small number of test sections for which accurate location (longitude and latitude) information was not available in 1992, and (3) improve the usefulness of the database. This document summarizes the revisions to and update of the LTPP climatic database, including the identification and sources of data, selection and verification of weather stations, actual data retrieval from available sources, and data quality assurance. KW - Climate KW - Databases KW - Long-Term Pavement Performance Program KW - LTPP Climatic Database KW - Pavement performance KW - Research projects KW - Test sections KW - Weather and climate UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/00133/00133.pdf UR - https://trid.trb.org/view/672503 ER - TY - RPRT AN - 00806465 AU - Federal Highway Administration TI - PEDESTRIAN/BICYCLE SAFETY RESOURCE SET PY - 2000 SP - n.p. AB - Presented on a CD-ROM, this resource contains information on pedestrian/bicycle safety guidelines, crash types, countermeasures, outreach tools, technology and much more. Its purpose is to heighten awareness and provide helpful information on how to make communities safer for pedestrians and bicyclists. KW - Bicycle crashes KW - Bicycles KW - CD-ROM KW - Motor vehicles KW - Pedestrians KW - Safety UR - https://trid.trb.org/view/673790 ER - TY - RPRT AN - 00806466 AU - Federal Highway Administration TI - SAFER JOURNEY. INTERACTIVE PEDESTRIAN SAFETY AWARENESS PY - 2000 SP - n.p. AB - This interactive CD-ROM is designed to enhance and improve the level of safety awareness for pedestrians and road users. The activity areas are divided into 3 parts: The Journey. A virtual journey with John to the soccer field and back home; The Quiz. Test pedestrian/road user knowledge and skills, and The Library. Discover more about pedestrian safety. Full text of the following documents is provided: Pedestrian Facility User's Guide; Traffic Safety Facts; Crash-Type Manual for Pedestrians; Bicycle & Pedestrian Technical Summary; Transmittal of Guidance on Bicycle and Pedestrian Provisions -- Memorandum, FHWA Guidance, Design Guidance; Building Livable Communities with Transit; Improving Pedestrian Access to Transit; Design & Safety of Pedestrian Facilities; Traditional Neighborhood Development; Pedestrian Facilities Guidebook; Improving Conditions for Bicycling and Walking; Designing Sidewalks and Trails for for Access, Parts 1 & 2; Traffic Calming: State of the Practice, August 1999; Graduate Course Book on Bicycle and Pedestrian Transportation, and An Evaluation of High-Visibility Crosswalk Treatment. KW - CD-ROM KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://safety.fhwa.dot.gov/saferjourney/ UR - https://trid.trb.org/view/673791 ER - TY - RPRT AN - 00806308 AU - Federal Highway Administration TI - BID OPENING REPORT. FEDERAL-AID HIGHWAY CONSTRUCTION CONTRACTS. FIRST SIX MONTHS 2000 PY - 2000 SP - 22 p. AB - Published semi-annually, this report summarizes data for Federal-Aid highway construction contracts awarded by the various State Highway Agencies during the first half of 2000. Prior to enactment of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the Bid Opening Reports summarized data for all Federal-Aid highway construction projects, except for Federal-Aid Secondary and Off-system projects. After enactment of the ISTEA, data contained in these reports are from Federal-Aid highway projects on the National Highway System (NHS), including Surface Transportation Program (STP) projects that are located on the NHS. Data for Federal-Aid Interstate contracts include both Interstate Construction (IC) and Interstate resurfacing, rehabilitation, restoration and reconstruction (I-4R) projects funded with pre-ISTEA funds, and IC and Interstate Maintenance funded under the ISTEA. The contents are organized as follows: (I) National Summaries: Largest 40 Contracts Awarded, 1999; Contract Award Data 1973-2000; and Size of Contract Statistics, First Half 2000; and (II) State-by-State Summaries: All Contract Awards, First Half 2000; and Interstate Awards, First Half 2000. KW - Contract administration KW - Contracts KW - Federal aid KW - Highway maintenance KW - Interstate highways KW - National Highway System KW - Road construction KW - State departments of transportation KW - Statistics KW - Surface Transportation Program UR - https://trid.trb.org/view/672584 ER - TY - JOUR AN - 00803171 JO - ITS quarterly. Vol. 8, no. 3 PB - Utah Department of Public Safety AU - Knopp, Martin AU - Utah Department of Public Safety AU - University of California, Berkeley AU - Westat, Incorporated AU - Federal Highway Administration AU - Frederic R. Harris, Inc. TI - TRAVELER INFORMATION IN UTAH : PREPARING FOR THE OLYMPICS, AND BEYOND PY - 2000 SP - p. 15-20 AB - This paper describes CommuterLink, an advanced traveler information system in operation in the Salt Lake City metropolitan area of Utah. The paper discusses how CommuterLink is intended to meet traveler needs during the Winter 2002 Olympics and beyond. KW - Advanced traveler information systems KW - Special events UR - https://trid.trb.org/view/671162 ER - TY - JOUR AN - 00803174 JO - ITS quarterly. Vol. 8, no. 3 PB - Utah Department of Public Safety AU - Llaneras, Robert E AU - Lerner, Neil D AU - Utah Department of Public Safety AU - University of California, Berkeley AU - Westat, Incorporated AU - Federal Highway Administration AU - Frederic R. Harris, Inc. TI - THE EFFECTS OF ATIS ON DRIVER DECISION MAKING PY - 2000 SP - p. 53-63 AB - In this paper, the authors examine the effect of real-time advanced traveler information systems (ATIS) information and prevailing visible traffic conditions on en-route driver decision-making. The effects of these characteristics on driver decision processes, perceived information needs, and diversion rates were examined using a real-time simulator. Focus of the study was on en-route driver information systems which deliver real-time information regarding traffic conditions, incidents, construction, and route guidance. KW - Advanced traveler information systems KW - Route choice UR - https://trid.trb.org/view/671165 ER - TY - RPRT AN - 00803296 AU - Deysher, Elizabeth AU - Jackson, David W AU - DeBlasio, Allan J AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Department of Transportation TI - INCORPORATING ITS SOLUTIONS INTO THE METROPOLITAN TRANSPORTATION PLANNING PROCESS : OVERCOMING INSTITUTIONAL BARRIERS PY - 2000 SP - ii, 24 p. AB - There are three conditions that help bring ITS solutions into the metropolitan transportation planning process: Condition 1: Endorsement of ITS by Elected Officials and Transportation Managers Condition 2: Improved Communication and Coordination Across Geographic Boundaries and Between Agencies Condition 3: Collection of Data and Use of Information Transportation officials in metropolitan areas have employed various strategies to generate these conditions. The strategies used in the disparate localities vary from region to region due to the regions' diverse political and organizational structures and the level of maturity of ITS planning and deployment. There are four strategies that are most commonly used: Strategy 1: Create an ITS committee involving regional stakeholders. Strategy 2: Educate elected officials and transportation executives. Strategy 3: Include ITS in MPO planning documents. Strategy 4: Develop a program of regional ITS projects. Although the elected officials and transportation managers in different metropolitan areas will not use the same strategies, they should follow the same three basic steps to facilitate the incorporation of ITS solutions into their metropolitan transportation planning processes. First, they must determine which strategies are most useful for their area. Second, after selecting the strategies they must then make and keep a commitment to implement those strategies. As part of this crucial step, they must provide the resources to make the selected strategies successful. Third transportation officials must reassess their approach after a period of time and modify it as their needs change KW - Intelligent transportation systems KW - Planning KW - Policy KW - Socioeconomic factors UR - http://ntl.bts.gov/lib/18000/18200/18225/PB2001107524.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13177.pdf UR - https://trid.trb.org/view/667344 ER - TY - JOUR AN - 00803176 JO - ITS quarterly. Vol. 8, no. 3 PB - Utah Department of Public Safety AU - Fink, W Gordon AU - Utah Department of Public Safety AU - University of California, Berkeley AU - Westat, Incorporated AU - Federal Highway Administration AU - Frederic R. Harris, Inc. TI - SMART VEHICLE RADIO SYSTEMS PY - 2000 SP - p. 71-74 AB - This paper presents the concept of the Smart Vehicle Radio System with focus on an open architecture and implementing standards. The paper discusses the benefits anticipated from this system which will make use of wireless communication systems. KW - Radio KW - Wireless communication systems UR - https://trid.trb.org/view/671167 ER - TY - JOUR AN - 00803041 JO - Research and technology transporter PB - Federal Highway Administration AU - Moyer, Joe AU - Federal Highway Administration TI - DEMANDING BETTER SAFETY THROUGH FHWA SOFTWARE PY - 2000 SP - p. 5 AB - This article describes the Design Evaluation and Model of Attention Demand (DEMAnD) tool, a prototype software package that predicts and evaluates how much workload and distraction in-vehicle navigation and driving display systems will cause for drivers. The software is being distributed on CD-ROM, accompanied by a user's manual and final report. KW - Automobile navigation systems KW - Human factors KW - Information display systems KW - Information processing KW - Safety UR - https://trid.trb.org/view/671046 ER - TY - JOUR AN - 00803172 JO - ITS quarterly. Vol. 8, no. 3 PB - Utah Department of Public Safety AU - Yim, Youngbin AU - Utah Department of Public Safety AU - University of California, Berkeley AU - Westat, Incorporated AU - Federal Highway Administration AU - Frederic R. Harris, Inc. TI - CHALLENGES IN ASSESSING THE BENEFITS OF ADVANCED TRAVELER INFORMATION SYSTEMS PY - 2000 SP - p. 21-28 AB - In this paper, the author examines the potential benefits of advanced traveler information systems (ATIS). The examination is based on the results of three field operational tests of ATIS in California: TravInfo, TransCal, and Yosemite Area ATIS. Focus is on the different methods of assessing short- and long-term user benefits. KW - Advanced traveler information systems KW - Travel behavior UR - https://trid.trb.org/view/671163 ER - TY - JOUR AN - 00803173 JO - ITS quarterly. Vol. 8, no. 3 PB - Utah Department of Public Safety AU - Nowakowski, Christopher AU - Green, Paul AU - Kojima, Masahiro AU - Utah Department of Public Safety AU - University of California, Berkeley AU - Westat, Incorporated AU - Federal Highway Administration AU - Frederic R. Harris, Inc. TI - HOW TO DESIGN A TRAFFIC-INFORMATION WEB SITE : A HUMAN FACTORS APPROACH PY - 2000 SP - p. 41-51 AB - In this paper, the authors present a human factors approach to the design of traffic information web sites, with attention on strengths and weakness of different web design techniques. The approach involved the following steps: 1) analysis of the current users of the web site; 2) a heuristic evaluation of seven web sites related to traffic information that were used to construct guidelines; 3) prototyping a traffic information web site based on the guidelines; and, 4) testing the usability of the prototyped traffic information web site. KW - Advanced traveler information systems KW - Human factors KW - Internet UR - https://trid.trb.org/view/671164 ER - TY - JOUR AN - 00803175 JO - ITS quarterly. Vol. 8, no. 3 PB - Utah Department of Public Safety AU - Edelstein, Robert AU - Utah Department of Public Safety AU - University of California, Berkeley AU - Westat, Incorporated AU - Federal Highway Administration AU - Frederic R. Harris, Inc. TI - PUTTING ITS TO WORK IN FLORIDA : THE NEW BROWARD COUNTY ITS OPERATIONS FACILITY PY - 2000 SP - p. 65-69 AB - This paper describes the development of a master plan for the Broward County Intelligent Transportation Systems (ITS) Operations Facility in Florida. It gives an overview of the projects associated with the facility, the benefits derived from the facility, interagency agreements, and lessons learned in the master plan development process. KW - Traffic control centers UR - https://trid.trb.org/view/671166 ER - TY - RPRT AN - 00801982 AU - Federal Highway Administration TI - PARTNERS FOR CHANGE - LOCAL TECHNICAL ASSISTANCE PROGRAM (LTAP) PLANNING WORKBOOK PY - 2000 SP - v.p. AB - This planning workbook is divided into seven sections. I. Strategic Planning; What Is It? What are the Benefits of Strategic Planning? II. What Are the Barriers to Technology Transfer Centers' Strategic Planning and How Can We overcome Those Barriers? III. A Primer on Strategic Planning for Local Technical Assistance Program/Tribal Technical Assistance Program (LTAP/TTAP) Technology Transfer Centers; IV. Strategic Planning Elements You May Already Have; V. Measuring Performance; VI. Samples of Technology Transfer Center Strategic Plans; and VII. Sample Measurement Instruments and Appendix on Performance. The workbook contains work sheets and planning exercises. KW - Measurement KW - Performance KW - Strategic planning KW - Technology transfer UR - https://trid.trb.org/view/667648 ER - TY - JOUR AN - 00801287 JO - ITS quarterly. Vol. 8, no. 2 PB - Federal Highway Administration AU - DeCorla-Souza, Patrick AU - Federal Highway Administration AU - University of Maryland, College Park TI - FAIR LANES : A NEW APPROACH TO MANAGING TRAFFIC CONGESTION PY - 2000 SP - p. 5-13 AB - This article describes the concept of Fast and Intertwined Lanes (FAIR) lanes in which freeway lanes would be separated using plastic pylons and striping into two sections: Fast lanes and Regular lanes. The Fast lanes would be electronically tolled express lanes while the Regular lanes would be free lanes, with probable delays, but with drivers being compensated with credits. The article studies the travel impacts, financial feasibility and economic efficiency of this concept. KW - Road pricing UR - https://trid.trb.org/view/669595 ER - TY - JOUR AN - 00801288 JO - ITS quarterly. Vol. 8, no. 2 PB - Federal Highway Administration AU - Knipling, Ronald AU - Olsgard, Patricia AU - Federal Highway Administration AU - University of Maryland, College Park TI - CHANGING DRIVER BEHAVIOR WITH ON-BOARD SAFETY MONITORING PY - 2000 SP - p. 27-37 AB - This article focuses on the concept of on-board driver performance devices for truck drivers. It presents some preliminary findings and issues related to a study which is examining on-board safety monitoring technologies and identifying behavioral and management practices which encourage driver acceptance, cooperation, and compliance of these technologies. The safety effectiveness of the devices are also being investigated in the study. KW - Driver monitoring KW - Human factors KW - Trucks UR - https://trid.trb.org/view/669596 ER - TY - RPRT AN - 00801439 AU - Turnbull, Katherine F AU - DeJohn, Tony AU - Texas Transportation Institute AU - Parsons, Brinckerhoff-Tudor-Bechtel AU - Federal Highway Administration TI - NEW JERSEY I-80 AND I-287 HOV LANE CASE STUDY PY - 2000 SP - 60 p. AB - This report documents the New Jersey I-80 and I-287 high-occupancy vehicle (HOV) lane case study. Information is presented on planning implementing, operating, and redesignating the HOV lanes on the two freeways. The operation of the lanes is compared with factors frequently associated with successful HOV facilities. The program guidance on HOV operations issued by the Federal Highway Administration (FHWA) in 1999, partially in response to the situation in New Jersey, is discussed. The I-80 HOV lanes were implemented in March 1994 and the I-287 lanes were opened in their entirety in January 1998. Both were concurrent flow HOV lanes, not physically separated from the adjacent general purpose lanes, and both operated with a two-person (2+) vehicle-occupancy requirement during the morning and afternoon peak-periods. Peak-hour vehicle volumes on I-80 averaged between 1,000 and 1,400 vehicles, while I-287 averaged between 330 and 650 vehicles on different sections. The case study assessment indicated that although many of the elements associated with successful HOV projects were present to some extent with the I-80 and I-287 HOV lanes, some critical factors were missing, modified, or not implemented during the course of the projects. These elements focus primarily on the changes in the policy and regulatory environment and the lack of supporting facilities, services, and programs KW - High occupancy vehicle lanes KW - Policy KW - Technology assessment UR - http://ntl.bts.gov/lib/17000/17500/17562/PB2001102264.pdf UR - http://ntl.bts.gov/lib/17000/17500/17575/PB2001102283.pdf UR - http://ntl.bts.gov/lib/9000/9700/9741/5h01.pdf UR - https://trid.trb.org/view/666809 ER - TY - RPRT AN - 00801470 AU - Federal Highway Administration AU - Federal Highway Administration TI - SAFETY & OPERATIONS ELECTRONIC READING ROOM PY - 2000 SP - 18 p. AB - This website from the Turner-Fairbank Highway Research Center of the Federal Highway Administration (FHWA) is a database of about 200 FHWA-sponsored reports with links to the full-text of each document in PDF format. A CD ROM containing the titles on the website is also available from FHWA. The reports are organized under the following topics: Advanced traveler information systems; Driver & human performance; Driver information systems; Intelligent Vehicle/In- vehicle; ITS capabilities; Older drivers; Pedestrian and Bicyclist safety; Roadway and roadside safety; Safety management; Traffic management systems; Work zones KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Aged KW - Databases KW - Driver information systems KW - Human factors KW - Intelligent transportation systems KW - Pedestrians KW - Safety KW - Work zone safety UR - https://trid.trb.org/view/666826 ER - TY - JOUR AN - 00801290 JO - ITS quarterly. Vol. 8, no. 2 PB - Federal Highway Administration AU - Frankle, Kathleen AU - Federal Highway Administration AU - University of Maryland, College Park TI - ITS TRAINING ONLINE : THE DEVELOPMENT OF A WEB-BASED COURSE PY - 2000 SP - p. 53-59 AB - This article describes the processes involved in the development of an interactive web-based distance learning course for Intelligent Transportation Systems. It discusses the various steps involved in the course development process and identifies the lessons learned in the process. KW - Education and training KW - Internet UR - https://trid.trb.org/view/669598 ER - TY - SER AN - 00801416 JO - Mitretek paper ; MP 2000-044 PB - Mitretek Systems. Center for Telecommunications and Advanced Technology AU - Biesecker, Keith AU - Mitretek Systems. Center for Telecommunications and Advanced Technology AU - Federal Highway Administration TI - BROADBAND WIRELESS, INTEGRATED SERVICES, AND THEIR APPLICATION TO INTELLIGENT TRANSPORTATION SYSTEMS PY - 2000 SP - 124 p. (2446 KB) AB - This paper introduces some of the newer broadband wireless communications alternatives and describes how they could be used to provide high-speed connections between fixed, transportable, and mobile facilities. We also describe the new integrated service technologies: devices used to bundle voice, data, and video services for transmission over a single link. In this case, its a broadband wireless link. Together, the new broadband wireless and integrated service technologies can be used to provide efficient, cost effective and flexible multi-service provisioning. We introduce this concept and discuss its potential for Intelligent Transportation Systems (ITS) KW - Intelligent transportation systems KW - Telecommunications KW - Wireless communication systems UR - http://ntl.bts.gov/lib/9000/9700/9751/5_01.pdf UR - https://trid.trb.org/view/667557 ER - TY - JOUR AN - 00801289 JO - ITS quarterly. Vol. 8, no. 2 PB - Federal Highway Administration AU - McCormack, Edward AU - Legg, Bill AU - Federal Highway Administration AU - University of Maryland, College Park TI - THE ROLE OF ITS IN URBAN SAFETY : AN EVALUATION IN WASHINGTON STATE PY - 2000 SP - p. 39-51 AB - In this article, the authors examine the relationship between Intelligent Transportation Systems (ITS) and safety using accident report data from the state of Washington. The article identifies three different approaches to ITS applications. The first type of ITS safety benefit involves system-level applications such as freeway management systems and emergency service response systems. The second approach is site level applications are those which are installed to directly address safety concerns at hazardous locations. These include technologies such as automated speed enforcement, intersection warnings, and red light running enforcement. Future ITS approaches discussed include technologies such as collision avoidance systems forward looking obstacle detection, drowsy driver warning systems, and vision enhancement systems KW - Intelligent transportation systems KW - Safety UR - https://trid.trb.org/view/669597 ER - TY - RPRT AN - 00800056 AU - Institute of Transportation Engineers (ITE) AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION PRIMER PY - 2000 SP - 1 v. (various pagings) AB - This document contains 27 chapters, each covering a specific aspect of intelligent transportation systems. The following topics are covered: Advanced traveler information systems; Emergency management; Public transit; Electronic toll collection; Commercial vehicle operations; Travel demand management; Advanced vehicle control; Weather information; Rural transportation; Vehicle and roadside sensors; Telecommunications; Standards; National ITS architecture; Legal institutional, societal and environmental issues; Deployment; Planning process KW - Intelligent transportation systems UR - https://trid.trb.org/view/667621 ER - TY - RPRT AN - 00800173 AU - Winters, P L AU - Cleland, F AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - VANPOOL PRICING AND FINANCING GUIDE PY - 2000 SP - 69 p. AB - The purpose of this guide is to help transit agencies and others starting a vanpool program understand the process of building value in vanpooling as well as develop effective financing and pricing strategies. More precisely, the guide shows how various vanpool operators are not in the "vanpool business" but in the "people business." The successful commuter vanpool programs have learned that vanpooling is more than buying vehicles for 8 to 14 passengers. They've discovered what it takes to move people safely and cost-effectively in moderate to large groups. The guide is presented in six chapters. Chapter 1 provides an introduction. Chapter 2 gives an overview of vanpooling and discusses why successful vanpool programs seek to build value in vanpooling. Chapter 3 highlights traditional and creative sources of financing vanpool programs. Chapter 4 addresses the impact of pricing on the demand for vanpooling, and includes two models that were developed to forecast demand based on price. It also identifies 17 methods of pricing components of the vanpool program. Chapter 5 focuses on the importance of growing vanpool programs by building customer equity. The emphasis is on investing in customer retention programs and demonstrating a method for determining how much should be invested in such programs. Chapter 6 discusses other important factors that have a direct bearing on vanpool operations including applicability of the Federal Transit Administration's drug and alcohol testing requirements, commercial drivers license requirements, and vanpooling's responsibilities under the Americans with Disabilities Act. KW - Alcohol tests KW - Americans with Disabilities Act KW - Customer retention KW - Customers KW - Demand KW - Driver licenses KW - Drug tests KW - Equity (Finance) KW - Financing KW - Forecasting KW - Guidelines KW - Pricing KW - Regulations KW - Transit personnel KW - Value KW - Vanpools UR - http://ntl.bts.gov/lib/17000/17100/17107/PB2000108113.pdf UR - https://trid.trb.org/view/666353 ER - TY - RPRT AN - 00799283 AU - Federal Highway Administration TI - GROUND PENETRATING RADAR FOR MEASURING PAVEMENT LAYER THICKNESS PY - 2000 SP - 4 p. AB - This paper describes a new tool that highway agencies and contractors now have for estimating the remaining service life of pavements and selecting the appropriate maintenance and rehabilitation activities. Ground Penetrating Radar (GPR) system can collect pavement layer thickness data quickly, unobtrusively, and inexpensively. Using GPR, pavement management engineers can survey subsurface conditions at a small fraction of the cost of conventional core sampling and gather data for network level pavement management. KW - Ground penetrating radar KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/gprbroc.pdf UR - http://ntl.bts.gov/lib/9000/9000/9000/gprbroc.pdf UR - https://trid.trb.org/view/665996 ER - TY - RPRT AN - 00798935 AU - Federal Highway Administration AU - Federal Transit Administration TI - ENVIRONMENTAL JUSTICE: AN OVERVIEW OF TRANSPORTATION AND ENVIRONMENTAL JUSTICE PY - 2000 SP - 14 p. AB - Today, because of the evolution of the transportation planning process, environmental justice and Title VI of the Civil Rights Act of 1964 are receiving greater emphasis. Effective transportation decision making depends upon understanding and properly addressing the unique needs of different socioeconomic groups. This is more than a desktop exercise; it requires involving the public. The United States Department of Transportation is committed to this more comprehensive, inclusive approach. These changes make sure that every transportation project nationwide considers the human environment. The information in this brochure is provided in order that everyone may learn how to promote environmental justice and ensure nondiscrimination in their communities. KW - Brochures KW - Civil Rights Act of 1964 KW - Communities KW - Decision making KW - Discrimination KW - Environmental justice KW - Human beings KW - Low income groups KW - Minorities KW - Public participation KW - Socioeconomic factors KW - Transportation planning KW - U.S. Department of Transportation KW - United States UR - https://trid.trb.org/view/665906 ER - TY - RPRT AN - 00798930 AU - Ghasemi, H AU - Cooper, J D AU - Imbsen, R AU - Piskin, H AU - Inal, F AU - Tiras, A AU - Federal Highway Administration TI - THE NOVEMBER 1999 DUZCE EARTHQUAKE: POST-EARTHQUAKE INVESTIGATION OF THE STRUCTURES ON THE TEM PY - 2000 SP - 26 p. AB - Almost 3 months after the devastating Kocaeli earthquake of August 17, 1999, another earthquake with a moment magnitude of 7.2 hit Turkey on November 12, 1999. Called the Duzce earthquake, it caused nearly 1,000 fatalities and 5,000 injuries. The damage to buildings was similar to that sustained during the Kocaeli earthquake. Two viaducts and one tunnel under construction exhibited extensive damage. The contents of this report are based on a reconnaissance survey of bridge and tunnel sites along the Trans-European Motorway (TEM) segment under construction near Bolu, conducted by the Federal Highway Administration team dispatched to Turkey on November 28, 1999. During this survey: (1) the roadway alignment and the physical condition of Bolu Viaducts #1 and #2 and Bolu Bridge #2 were observed; (2) superstructure damage to Viaduct #1 was viewed from both abutments and from atop Piers #4, #5, and #10 (the first expansion joint from the western abutment of the westbound span); (3) damage to Bolu Bridge #2 was viewed from the west abutment seat and from atop the first pier east of the western abutment of the eastbound span; and (4) the Bolu Tunnel was inspected from the Elmalik portal westward to the collapse. KW - Alignment KW - Bridge damage KW - Bridge superstructures KW - Bridges KW - Collapse KW - Condition surveys KW - Duzce Earthquake KW - Earthquake resistant design KW - Earthquakes KW - Inspection KW - Loss and damage KW - Reconnaissance KW - Trans-European Motorway KW - Tunnel damage KW - Tunnels KW - Turkey KW - Viaducts UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/00146.pdf UR - https://trid.trb.org/view/665904 ER - TY - RPRT AN - 00798192 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - IDAS, INTELLIGENT TRANSPORTATION SYSTEMS DEPLOYMENT ANALYSIS SYSTEM PY - 2000 AB - The IDAS is a software tool intended to assist transportation planners in assessing the costs and benefits of deploying intelligent transportation systems. This website provides information on IDAS document downloads and a forum for IDAS users KW - Benefit cost analysis KW - Deployment KW - Intelligent transportation systems UR - https://trid.trb.org/view/655514 ER - TY - RPRT AN - 00798186 AU - Georgia Institute of Technology, Atlanta AU - Federal Highway Administration TI - ERGO TMC TOOLS FOR USER-CENTERED TMC DESIGN PY - 2000 AB - This website is an online resource from the Georgia Tech Research Institute that provides support for the design of traffic control centers. Includes downloadable resources KW - Design KW - Traffic control centers UR - https://trid.trb.org/view/655509 ER - TY - RPRT AN - 00798160 AU - Federal Highway Administration TI - TRACKING STATE DEPLOYMENTS OF COMMERCIAL VEHICLE INFORMATION SYSTEMS AND NETWORKS : 1998 NATIONAL REPORT. VERSION 1.0 PY - 2000 SP - 51 p. AB - In order to track progress toward the goal to improve program planning, the ITS Joint Program Office (ITS/JPO) of the USDOT is surveying state governments in the deployment of both CVISN (Commercial Vehicle Information Systems and Networks) Level One and other capabilities in all fifty states and the District of Columbia through the year 2005. This document for 1998 is the second summary and analysis of data. There are three primary CVISN components: Credential Administration, Safety Information Exchange, and Roadside Electronic Screening. The initial operating systems and those systems that provide the initial operating capabilities of CVISN are referred to as Level One deployments KW - Automated clearance KW - Commercial vehicle operations KW - CVISN (Program) KW - Deployment UR - http://ntl.bts.gov/lib/17000/17000/17075/PB2000107502.pdf UR - https://trid.trb.org/view/655169 ER - TY - RPRT AN - 00798161 AU - Federal Highway Administration TI - TRACKING STATE DEPLOYMENTS OF COMMERCIAL VEHICLE INFORMATION SYSTEMS AND NETWORKS : 1998 ALABAMA STATE REPORT. VERSION 1.2 PY - 2000 SP - 9 p. AB - This document presents statistics of deployment of Commercial Vehicle Information Systems and Networks (CVISN) in Alabama and compares them to national averages KW - Automated clearance KW - Commercial vehicle operations KW - CVISN (Program) KW - Deployment UR - http://ntl.bts.gov/lib/18000/18000/18078/PB2001106773.pdf UR - https://trid.trb.org/view/655170 ER - TY - RPRT AN - 00796726 AU - University of Florida, Gainesville AU - Federal Highway Administration TI - TURBO ARCHITECTURE : AN INTERACTIVE SOFTWARE TOOL FOR REGIONAL AND PROJECT ARCHITECTURE DEVELOPMENT PY - 2000 SP - 1 folded sheet (6 p.) AB - This brochure describes Turbo Architecture, an interactive software program for ITS regional and project architecture development. The program itself is available from McTrans (Center for Microcomputers in Transportation, University of Florida). An order form is available at URL: http://www-mctrans.ce.ufl.edu/featured/turbo/ KW - Information processing KW - System architecture KW - System design UR - http://ntl.bts.gov/lib/9000/9100/9176/9sv01.pdf UR - https://trid.trb.org/view/655478 ER - TY - RPRT AN - 00795351 AU - Federal Highway Administration TI - LTPP AND THE 2002 PAVEMENT DESIGN GUIDE PY - 2000 SP - 6 p. AB - This brochure briefly discusses why a new pavement design guide is necessary, what makes it possible today, and the benefits of a 2002 Design Guide. The Long Term Pavement Performance (LTPP) program is then discussed and information is presented on: how LTPP data address the current design guide's limitations; the use of LTPP data for calibration and validation; the use of LTPP data and procedures as inputs and for evaluation; and the role of LTPP data in the future enhancement of the 2002 Design Guide. KW - Benefits KW - Brochures KW - Calibration KW - Databases KW - Evaluation KW - Future KW - Guidelines KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Test procedures KW - Validation UR - https://trid.trb.org/view/654155 ER - TY - CONF AN - 00795325 AU - Niemi, G AU - Transportation Research Board TI - CUSTOMER PERCEPTIONS AND EXPECTATIONS OF MN/DOT'S BARE PAVEMENT PRODUCT PY - 2000 SP - 11p AB - In recent years, the maintenance area of the Minnesota Department of Transportation (MnDOT) has been redefining its work from a traditional focus on internal activities to an external focus on customer-based products and services. Through customer research, MnDOT redefined maintenance products and services from a customer perspective. One example of this redefinition stage was to begin describing the activity of plowing snow as a customer-based product of "bare pavement." In its continuing effort to focus on serving the customer, MnDOT's maintenance area is interested in customer input on its "bare pavement" product. Specifically, research was done to understand the attributes of the bare pavement product that are important to the customer and to determine the customer's expectations for levels of service in different highway environments. Results of this research will be used to improve delivery of MnDOT's snow removal to better meet the desires of its customers. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Customer service KW - Customers KW - Level of service KW - Minnesota KW - Research KW - Snow and ice control KW - Snow removal KW - Surveys KW - Winter maintenance UR - https://trid.trb.org/view/657313 ER - TY - CONF AN - 00795332 AU - Corti, P AU - Transportation Research Board TI - EMPOWERING EMPLOYEES AND THE ORGANIZATION BY IMPLEMENTING AND EVOLVING A MAINTENANCE MANAGEMENT SYSTEM - THREE YEARS IN PY - 2000 SP - 16p AB - Over the past several years several states have undertaken Maintenance Management Systems initiatives characterized by formal competitive procurements, lengthy project duration, and significant investment of time and resources by both the acquiring organization and the selected provider. This article describes how Vermont, operating in a resource constrained environment, has pursued "a path less frequently traveled" to successfully implement and continue to evolve a maintenance management capability that has empowered its employees and has generated value and benefit for the Vermont Agency of Transportation (VAOT). The paper describes how Vermont adopted a strategy of fielding an initial core capability for the Vermont Maintenance Activity Tracking System (VTMATS), and then augmented and added to the core capability through a series of additional releases. Also included is how VAOT successfully addressed the training and organizational change challenges associated with the implementation and operation of a new system. The challenges faced by VAOT are described in terms of timeframe (initial operation, first year of operation, and beyond), the benefit and value that have been realized, and the surprises (both unanticipated "wins" and lessons learned). The paper also addresses organizational relationships that have been created or reinforced through the operation of VTMATS and the incentives and empowerment of system users. VTMATS data being used to support maintenance management activities is demonstrated as being far greater than initial expectations, and other experiences show how user expectations and perspective have changed significantly over the past three years. The acquisition and resource requirements associated with the Vermont experience are examined in terms of how VAOT has implemented and evolved the VTMATS in a resource constrained environment using alternative strategies and approaches that are streamlined, yet still yield effective and economical results. Last, a discussion of next steps and future directions is provided in terms of how the system is expected to mature and change over time relative to user and organizational expectations. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Employee empowerment KW - Implementation KW - Maintenance management KW - Tracking systems (Management) KW - Training KW - Vermont UR - https://trid.trb.org/view/657320 ER - TY - CONF AN - 00795335 AU - Graff, J S AU - Transportation Research Board TI - TOTAL MAINTENANCE CONTRACTS PY - 2000 SP - 10p AB - The Texas Department of Transportation (TxDOT) began contracting a part of roadside mowing operations in the mid 70s. A reduction in forces after the majority of the interstate highway construction was complete, emphasized the need to contract, to maintain the high level of service citizens of Texas had come to expect. The first contracts were for mowing. It was thought that this would be a cost effective activity to contract because it was a seasonal activity with most of the work being performed between April 15 and October 15. It also took a large investment in equipment and is very labor intensive. By contracting mowing the department could reduce the number of maintenance forces and reduce expensive equipment inventory. Also, it was felt that it would be relatively easy to develop a contracting industry, because local farmers could use their existing tractors and mowers to perform this work. Contracts were originally small, usually 2-4 contracts per county. This allowed for many different contractors to bid on the multitude of projects. This was very effective resulting in good competition, low prices and the development of many contractors. The Department continues to contract over 90% of mowing and usually only mows in spot locations or when a contractor defaults. Contracting continued to increase through the 80s with many activities contracted, such as picnic and rest area maintenance, guardrails, raised pavement markings, striping and other mostly non pavement related activities. A dedicated program for preventive maintenance was created in 1986 with $145M for contracted seal coats and light overlays. In the last few years almost every maintenance function has been contracted to some extent. In 1999, for the first time in its history, the TxDOT awarded two Total Maintenance Contracts. This type of contract is more of a management contract whereby the contractor is required to maintain a prescribed level of service for a lump sum bid. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Competition KW - Contracting out KW - Cost effectiveness KW - Guardrails KW - Highway maintenance KW - Mowing KW - Overlays (Pavements) KW - Preventive maintenance KW - Raised road markings KW - Roadside rest areas KW - Seal coats KW - Striping KW - Texas KW - Total maintenance contracts UR - https://trid.trb.org/view/657323 ER - TY - CONF AN - 00795336 AU - Stivers, M L AU - Transportation Research Board TI - THE EVOLUTION OF CONTRACT MAINTENANCE PY - 2000 SP - 11p AB - Over the course of the last several decades contract maintenance has become a significant tool that is utilized to some degree by most state agencies in the United States. Until the early 1970s, highway maintenance was largely planned and executed by public highway agencies. Then, a handful of highway agencies began to pilot the contracting of maintenance activities using private rather than public sector resources. During the next 25 years a significant amount of maintenance activities began to be outsourced in this manner. The purpose of this paper is to document some of the more significant trends and projects which have occurred during the "evolution of outsourcing" within the highway maintenance community. It is hoped that by documenting a composite of some of the various strategies tried by governmental agencies that the reader can determine which of the methods may be applicable for the circumstances with their agency. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Case studies KW - Contracting out KW - Highway maintenance KW - State departments of transportation UR - https://trid.trb.org/view/657324 ER - TY - CONF AN - 00795327 AU - LJUNGBERG, M AU - Transportation Research Board TI - EXPERT SYSTEM FOR WINTER ROAD MAINTENANCE PY - 2000 SP - 13p AB - This article discusses the advantages and limitations of an expert system for winter road maintenance in Sweden and how to create an effective system. An expert system will support the maintenance manager in decisions in real time. It is primarily intended for inexperienced users. An effective system has to give advice on what action should be taken, when the action should be carried out, and, if necessary, how much and what type of chemical should be spread. Another important usage of an expert system is education and training of maintenance managers. The overall goal of this project, which is a Ph.D. thesis, is to develop an expert system. The knowledge in this system is gathered in part from literature studies but the main part is from interviews with experts. These interviews took place during February, March and April 2000 as in-depth interviews with six experienced maintenance managers on their opinion on winter maintenance activities. The interviews were based on examples where the present and forecasted weather was given along with the time of day. The settings were the managers' real areas of operation with the available equipment. Based on these examples, the managers were asked what action they would take and why. In order to obtain the best possible result, real activities were followed up by checking what actions had actually been taken at the time of the weather examples used in the interviews. A short discussion on why the decisions were made took place. After the interviews are concluded the information will be compiled and the key parameters will be identified. Based on this, rules of best practice will be formulated. These rules will state what action is to be taken given the current conditions such as temperature, wind, precipitation and forecast. The action will be divided into plowing, sanding and salting (NaCl). Three types of salting are defined: dry, prewetted and brine. The rules will also prescribe the correct amount to be spread. Preliminary results show that brine spreading is preferred over prewetted salt in most situations. Dry salt should never be used. For preventive salting, normal recommended amounts are 10 g of brine/sq m (124 lb/lane-mile) or 7 g of prewetted salt/sq m (87 lb/lane-mile). These rules will later be translated into rules that can be used by the expert system. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Best practices KW - Brines KW - Decision making KW - Education and training KW - Expert systems KW - Interviewing KW - Literature reviews KW - Maintenance management KW - Prewet salt KW - Real time information KW - Sand KW - Snow removal KW - Sodium chloride KW - Sweden KW - Winter maintenance UR - https://trid.trb.org/view/657315 ER - TY - CONF AN - 00795329 AU - THUNQVIST, E-L AU - Transportation Research Board TI - LONG-TERM EFFECTS OF THE USE OF DE-ICING SALT ON THE ROADSIDE ENVIRONMENT. PART II: GROUNDWATER AND SURFACE WATER PY - 2000 SP - 12p AB - A road in operation with its traffic can pose a serious pollutant threat to groundwater and surface water in the vicinity of major roads. Examples of pollutants are salt for deicing and dustbinding; metals from corrosion of vehicles and wear of road surface and tires; and hydrocarbons from the wear of road surface, tires, exhaust, oils, and hazardous goods discharged in the case of an accident. In Sweden about 300,000 tonnes of sodium chloride are used annually by the Swedish National Road Administration for deicing purposes. In addition, the local municipalities also use salt for deicing purposes. The annual amount of road wear was estimated to 300,000 tonnes for the season 1993/94. The use of studs improve the friction but increase the wear and grinding effect on winter roads. The wear of a wet surface is reported to be two to seven times the wear of a dry surface, and hence, the grinding effect may be further increased by the use of deicing salt. The movement of pollutants from the road to the surrounding environment will involve runoff from roads, airborne spreading, and infiltration from road construction and road area. Eventually, all pollutants from roads, which are not subjected to degradation, will be transported either to surface water or groundwater. In Sweden, the major roads are deiced with 10-20 tonnes of sodium chloride per km annually. On the road the effects of the salt are desired and in the sea a high salt concentration is natural, but on its way the salt ions will pass through an environment where the natural concentration of sodium chloride is low, involving an impact. The chloride ion is a good tracer. It is conservative and highly soluble and not subjected to retardation or degradation. A small part of the sodium may be retained in soil but almost all of the deicing salt will be either infiltrated and found in groundwater, or form runoff and be found in surface water. Furthermore several investigations show that heavy deicing salt application increases metal mobilization. The aim of this paper is to discuss the impacts on groundwater and surface waters of deicing salt application and to relate the increased chloride concentrations to natural concentrations. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Deicing chemicals KW - Environmental impacts KW - Grinding KW - Groundwater KW - Infiltration KW - Roadside KW - Runoff KW - Sodium chloride KW - Studded tires KW - Surface water KW - Sweden KW - Wear KW - Wind KW - Winter maintenance UR - https://trid.trb.org/view/657317 ER - TY - CONF AN - 00795331 AU - Smithson, Leland D AU - Transportation Research Board TI - IMPLEMENTING NEXT GENERATION MAINTENANCE VEHICLE TECHNOLOGY PY - 2000 SP - 10p AB - The mission of the Iowa Department of Transportation (DOT) Maintenance Division is to manage the preservation and operation of Iowa's transportation system to deliver transportation services that support the economic, environmental and social needs of its customers. This mission is particularly challenging to Snow Belt states during the perils of a winter season. Just-in-time goods deliveries, a key ingredient in any state's economic vitality, places an ever-increasing importance on reliable year-round transportation. These increasing transportation demands are coming at a time when most states are being asked to downsize their maintenance operations work force. The application of advanced snow and ice control technologies and their integration with Intelligent Transportation Systems (ITS) offer excellent potential for increasing operational efficiency and effectiveness as well as improving winter mobility and driver safety. In 1995, the Iowa, Michigan and Minnesota DOTs formed a consortium to define and develop the next-generation highway maintenance vehicle that would utilize the latest maintenance operational technologies and interface with ITS. Focus groups consisting of each DOT's internal and external customers revealed that while all maintenance operations could benefit from creating this new generation vehicle, ice and snow operations were the most complex and would benefit greatly from improvements in state of the art vehicle navigation systems, onboard computer applications, and enhanced safety systems. This advanced technology highway maintenance vehicle functions as both operational truck and a mobile data-gathering platform. Sensors mounted on the vehicle record air and roadway surface temperature, roadway surface condition, and roadway surface friction characteristics. This information is Global Positioning System (GPS) correlated and used in maintenance operational decision-making. The information will eventually be interfaced with the ITS technology in the Traffic Management and Information Service Provider Centers Subsystems of the National ITS Architecture. The advanced technology highway maintenance vehicle performs an important role in the U.S. Federal Highway Administration's "Weather Information for Surface Transportation ITS Field Operational Test" being conducted by the FORETELL consortium. The vehicle operates as a mobile environmental sensor station gathering real time pavement thermal profiles and air temperature data for input to the FORETELL micro scale models. Each of the three consortium states has built and operated an advanced technology highway maintenance vehicle in their daily maintenance operations for three years. Each vehicle and its advanced concept technologies have passed proof of concept tests. Each technology is now being evaluated to make sure what benefits have been realized and calculate their respective benefit/cost ratio. Emerging technologies are also being tested on the concept vehicle. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Advanced vehicle control systems KW - Benefit cost analysis KW - Computers KW - Data collection KW - Global Positioning System KW - Highway safety KW - Intelligent transportation systems KW - Iowa KW - Maintenance equipment KW - Michigan KW - Minnesota KW - Mobility KW - Navigation systems KW - Onboard navigational aids KW - Sensors KW - Snow and ice control KW - Technological innovations KW - Weather conditions KW - Winter maintenance UR - https://trid.trb.org/view/657319 ER - TY - CONF AN - 00795333 AU - Jusi, P AU - Juslen, J AU - Transportation Research Board TI - EXPERIENCES IN IMPLEMENTING NEW MAINTENANCE MANAGEMENT SYSTEMS PY - 2000 SP - 15p AB - The Highway Development and Management Model, HDM-4, has been in Beta testing and Pilot trial phase during 1998-1999. The Finnish National Road Administration (Finnra) has been testing the programs, all early versions providing feedback for further development at the University of Birmingham. Now, when version 1.0 of the program has been released, Finnra's experts are using it in Finnra's international projects in Europe, Asia, Africa and Oceania. The paper describes and compares two projects, which were carried out in totally different environments. Chosen cases were done in Russia and in Papua New Guinea. The paper evaluates these cases deeply and analyzes all phases implementing new systems to prioritize maintenance projects within budget. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Case studies KW - Finland KW - Highway Development and Management Tool (HDM-4) KW - Implementation KW - Maintenance management KW - Papua New Guinea KW - Russia (Federation) UR - https://trid.trb.org/view/657321 ER - TY - RPRT AN - 00795337 AU - Federal Highway Administration TI - ROUNDABOUTS: AN INFORMATIONAL GUIDE (BROCHURE) PY - 2000 SP - 6 p. AB - This brochure summarizes the report by the same title, which is published as FHWA-RD-00-067. The national guide provides a comprehensive source of information on modern roundabouts, from small mini-roundabouts to large freeway interchange roundabouts. To make the information widely accessible, the guide has been structured and written to address the needs of a wide range of readers, including the general public, policy-makers, transportation planners, operations and safety analysts, and conceptual and detailed designers. Not only does the guide provide general information and planning-level analysis techniques, but it also includes evaluation procedures for assessing operational and safety performance, as well as design guidelines. Input from transportation practitioners and researchers from around the world was used in developing the guide. The guide covers the needs of all travel modes and provides design guidance for incorporating these needs into final plans. KW - Brochures KW - Design KW - Evaluation and assessment KW - Guides to information KW - Planning KW - Roundabouts KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/00068/00068.pdf UR - https://trid.trb.org/view/654142 ER - TY - CONF AN - 00795326 AU - WALLMAN, C-G AU - Transportation Research Board TI - VEHICLE SPEED AND FLOW AT VARIOUS WINTER ROAD CONDITIONS PY - 2000 SP - 12p AB - During the winter of 1998/99, continuous measurements of traffic and weather variables were undertaken at five sites in central Sweden. Visual observations of the state of the roads were made at the same time. The traffic measurements included vehicle speed and flow, with the vehicles grouped into three categories. The data were aggregated as average values per hour. The weather data were gathered from road weather information system (RWIS) stations of the Swedish National Road Administration close to the observation sites. The data included precipitation (rain or snow), intensity (mm/h), risk of slipperiness due to hoarfrost, air temperature, road surface temperature, wind-force, and wind direction. The frequency of observations of the state of the roads varied from twice a day to once per hour, depending on the situation, on weekdays from 6 a.m. to 8 p.m. The state of the road was classified into one of 18 categories, depending on the characteristics of the road surface. A new method of analyzing the data was developed: traffic data for hours with normally similar traffic conditions were compared so that any differences encountered could be assumed to be associated with different weather or road conditions. The method takes into account daily, weekly, and seasonal variations in speed and flow. The product of the analysis was data on the average speed and flow for any particular state of the road compared to the averages for bare road conditions. As regards speed, significant, systematic, and plausible differences were established. However, road surface conditions were shown to have no systematic influence on the traffic flow, suggesting that weather is probably a more important factor. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Measurement KW - Rain KW - Road conditions KW - Road weather information systems KW - Slipperiness KW - Snow KW - Surface temperature KW - Sweden KW - Temperature KW - Traffic data KW - Traffic flow KW - Traffic speed KW - Weather KW - Wind KW - Winter maintenance UR - https://trid.trb.org/view/657314 ER - TY - CONF AN - 00795328 AU - Blomqvist, G AU - Transportation Research Board TI - LONG-TERM EFFECTS OF THE USE OF DE-ICING SALT ON THE ROADSIDE ENVIRONMENT. PART I: FORESTRY PY - 2000 SP - 13p AB - Winter maintenance (and its effects) is a complex system of many interrelationships, one of which is the effect of deicing salt on vegetation. This paper describes that sub-system in the form of a DPSIR-model (Driving force-Pressure-State-Impact-Response), i.e., the need for transportation (D) leads to a roadside exposure to salt (P), which alters the state of the vegetation (S). This will give different kinds of impacts (I), which may require some kind of response (R). The impacts of deicing salt on roadside vegetation are grouped into three different spheres of interest: the public, the landowners and ecology. In Sweden, the Environmental Code imposes the Swedish National Road Administration to possess knowledge on how these complex systems work and also to actively take measures to prevent damage to human health and the environment. This requires knowledge not only of the state of each compartment in the model but also of the functions describing the relationships between the compartments. So far, research on this topic has mainly resulted in indicators that can not easily be utilized by the road administrations. It is therefore of great importance that adequate indicators are assigned to all levels of the system and monitored on a temporal and spatial scale that facilitates the possibility to respond with proper actions. In order to establish an environmentally sustainable winter maintenance system, it is also crucial to use the long-term tolerance limits of human health and nature as the base for salting strategies. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Deicing chemicals KW - Ecology KW - Environmental impacts KW - Public health KW - Roadside KW - Strategic planning KW - Sweden KW - Tolerance (Physiology) KW - Transportation policy KW - Vegetation KW - Winter maintenance UR - https://trid.trb.org/view/657316 ER - TY - CONF AN - 00795330 AU - Hyman, W A AU - Johnson, B L AU - Transportation Research Board TI - A DECISION SUPPORT MODEL FOR ASSESSING NET PUBLIC BENEFITS OF REUSE OF WASTE MATERIALS IN HIGHWAY MAINTENANCE/CONSTRUCTION PROJECTS PY - 2000 SP - 22p AB - The State of Minnesota frequently receives requests from an outside source regarding whether it will accept waste materials for reuse in highway maintenance and construction projects. Such waste materials can include glass, roofing shingle tabs, shredded tires, coal ash, railroad ties, and taconite tailings. The Minnesota Department of Transportation (Mn/DOT) recently established a policy requiring that use of such materials have both short and long run public benefits. Mn/DOT sought a framework to assess whether such benefits exist. Accordingly, a decision framework and decision support tool in the form of an electronic spreadsheet were developed, tested and refined through the application of three case studies. This paper describes the framework and the spreadsheet decision support tool, and presents the results of one of the case studies that illustrate the types of inputs the spreadsheet requires and the outputs produced. The spreadsheet is a very flexible tool able to account for a wide variety of materials and their placement in highways. The spreadsheet compares the discounted present value over a 20 year period of the incremental increase in highway maintenance and construction costs as a result of using taconite tailings in roads to the avoidable costs of disposal by transporting the waste and landfilling it or disposing it at the source where the waste material is generated (e.g., a taconite mine). U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Case studies KW - Cost effectiveness KW - Decision making KW - Decision support systems KW - Fly ash KW - Glass KW - Highway maintenance KW - Minnesota KW - Policy KW - Railroad ties KW - Recycling KW - Shingles KW - Spreadsheets KW - Tailings KW - Tires KW - Waste products UR - https://trid.trb.org/view/657318 ER - TY - CONF AN - 00795334 AU - THEODORAKOPOULOS, D D AU - Chassiakos, A P AU - Manariotis, I D AU - Transportation Research Board TI - IMPROVEMENTS IN HIGHWAY MAINTENANCE MANAGEMENT IN GREECE PY - 2000 SP - 11p AB - The aim of this paper is to present the main features of a computerized system which is being developed to provide decision support to the agencies involved in highway maintenance management in Greece. Development focuses initially on pavement management, with other highway elements (e.g., side slopes, bridges) to be considered at a later stage. The system includes a database, modules for pavement performance prediction, resource allocation and project management. In addition, a user interface system with appropriately designed input/output forms and geographic information system (GIS) data representation improves applicability. The major pavement defects are cracking (mostly alligator type, longitudinal and transverse), potholes, corrugations and rutting, bleeding, ravelling, and polished aggregate which results in high roughness and low skid resistance. These defects are represented in the system by four parameters, namely, cracking index, index to the first cracking, roughness index and skid resistance index. Further, a number of possible treatments have been identified and described in terms of materials, methods, machinery and cost requirements. For each defect, all feasible treatments are considered and the best maintenance strategy is produced considering relative costs, funding availability and maintenance needs over time within the network. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Alligator cracking KW - Bleeding (Pavements) KW - Corrugations (Defects) KW - Costs KW - Decision support systems KW - Geographic information systems KW - Greece KW - Highway maintenance KW - Longitudinal cracking KW - Maintenance equipment KW - Maintenance management KW - Materials KW - Pavement cracking KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Polishing (Aggregates) KW - Potholes (Pavements) KW - Project management KW - Resource allocation KW - Rutting KW - Stripping (Pavements) KW - Transverse cracking KW - User interfaces (Computer science) UR - https://trid.trb.org/view/657322 ER - TY - CONF AN - 00795316 AU - Bergstrom, A AU - Transportation Research Board TI - WINTER MAINTENANCE STANDARDS ON CYCLE WAYS PY - 2000 SP - 13p AB - A high incidence of bicycle usage for personal travel is desirable, assuming it is associated with a corresponding decrease in car-based transport. In addition to environmental benefits, cycling provides considerable health benefits. During winter, weather conditions are significant in deciding whether or not to cycle, but road conditions are also important, although it is not certain that improved road standards could increase cycling usage. The relationship between improved winter maintenance standards and the benefit for society is complex and needs to be further studied. During February and March 1999, a pilot study of unconventional methods for snow clearance and skid-control was performed in Linkoping, Sweden. One method with good results involved a front-mounted sweeper for snow clearance combined with a brine spreader for deicing. This method was further examined in a large-scale field study during the winter of 1999/2000. Both these studies are presented in this paper, with the main focus on how to evaluate road standards. Such evaluation methods include observations of road conditions and measurements of friction. Literature reviews concerning winter maintenance methods for cycleways used in Sweden are also included in the paper. Winter maintenance methods on cycleways used today are often adapted to the prevailing conditions on motor traffic roads, but are not necessarily the best methods for bicycle traffic. The methods most suitable for cycleways with regard to accessibility and total cost for cyclists are needed. A combination of different methods adjusted to present weather and road conditions is most likely to be the best solution. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Bicycle lanes KW - Bikeways KW - Deicers (Equipment) KW - Snow and ice control KW - Snowplows KW - Standards KW - Sweden KW - Winter maintenance UR - https://trid.trb.org/view/657304 ER - TY - CONF AN - 00795323 AU - Brown, M C AU - Weyers, R E AU - Berke, N S AU - Weyers, R M AU - Sprinkel, M M AU - Transportation Research Board TI - EXTENDED CORROSION PERFORMANCE OF AN IMPREGNATION-TREATED CONCRETE BRIDGE DECK PY - 2000 SP - 11p AB - A field implementation trial using the grooved-deep-impregnation technique with calcium nitrite as the impregnate was conducted under Strategic Highway Research Program (SHRP) Contract C-103 in July, 1990. This paper presents the results of the corrosion assessment surveys prior to treatment and at various time intervals over a 9 year period. Corrosion assessment surveys included concrete cover depth, chloride content, corrosion potentials and rates and calcium nitrite content. The results of the corrosion surveys support the conclusion that the deep impregnation with calcium nitrite arrested active corrosion cells and has protected the bridge deck section from continued corrosion damage over the 9 year assessment period. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Bridge decks KW - Calcium nitrite KW - Chloride content KW - Corrosion protection KW - Cover depth KW - Impregnation (Engineering) KW - Performance KW - Reinforced concrete KW - Reinforcing bars KW - Steel UR - https://trid.trb.org/view/657311 ER - TY - CONF AN - 00795319 AU - Love, L D AU - Baughman, T B AU - Transportation Research Board TI - IMPLEMENTING A MAINTENANCE ASSESSMENT AND FUNDING NEEDS PROGRAM FOR THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION PY - 2000 SP - 27p AB - In order to assess the condition of the state highway system in North Carolina, a maintenance assessment program has been developed and implemented by the North Carolina Department of Transportation. Although pavement condition and bridge rating programs have been in place for many years to determine maintenance needs for pavements and bridges, there was no system in place to survey and evaluate the condition of the other roadway features. Without a method to assess the maintenance condition of the total system, the department's request for increased maintenance funding was typically based on the combination of two things: the previous year's expenditures and an estimate of unmet needs. The unmet needs estimate was based on the professional opinion of field managers and engineers and not on actual measured quantities. Establishing a maintenance assessment program would provide a system for assessing overall maintenance condition, provide a tool for tying funding levels to actual field conditions, identify inadequately maintained roadway features, and determine the funding levels needed to achieve a specific maintenance condition. The maintenance assessment program was developed in several steps. First, a literature review was conducted to find any research done on this subject, as well as the current state-of-the-art programs in place in other state departments of transportation. Second, based on this information, a program framework was devised to: a) collect roadway feature data, b) summarize the data collected, c) evaluate and interpret the results, and d) present the results in a common sense manner. Third, a plan was established to meet the objectives of the program framework which included: a) determining the roadway features to evaluate, b) determining the survey methodology and data collection methods, c) determining how the condition of the features related to the department's expenditures, and d) calculate a realistic budget to achieve an acceptable maintenance condition. By implementing a maintenance assessment program, the North Carolina Department of Transportation will be taking the first step toward shifting from a reactive "fixing" mode to a proactive "prevention" mode. Eventually, this should lead the way to greater customer satisfaction, effective use of resources, higher quality products and services, avoidance of rework, and empowering of local managers and supervisors. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Budgeting KW - Condition surveys KW - Data collection KW - Financing KW - Highway maintenance KW - Implementation KW - Literature reviews KW - Maintenance management KW - Needs assessment KW - North Carolina KW - Preventive maintenance UR - https://trid.trb.org/view/657307 ER - TY - CONF AN - 00795320 AU - Hoffman, G L AU - Transportation Research Board TI - CONTINUING QUALITY IMPROVEMENTS IN PENNDOT'S HIGHWAY MAINTENANCE PY - 2000 SP - 10p AB - The Pennsylvania Department of Transportation (PennDOT) continues to be on a quality improvement journey that began more than 20 years ago. For more than two decades the PennDOT quality journey has included numerous initiatives, most of which have had significant impact in the maintenance community - the largest organization in the Department. Starting with quality circles in the early 1980s, to Quality Teams in the mid-1980s, through maintenance benchmarking in the mid-1990s, to the Baldrige efforts of today, PennDOT has positively changed the ways maintenance and operations activities are accomplished -- and PennDOT customers are noticing the improvements. Today, under the leadership of Pennsylvania Secretary of Transportation Bradley L. Mallory and with the support of Governor Tom Ridge, PennDOT espouses the Baldrige criteria and is using them to change the corporate culture. The seven Baldrige precepts are: Leadership; Strategic Planning; Customer and Market Focus; Information and Analysis; Human Resource Development and Management; Process Management; and Business Results. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Customer service KW - Highway maintenance KW - Human resources management KW - Information management KW - Leadership KW - Maintenance management KW - Pennsylvania KW - Quality of service KW - Strategic planning UR - https://trid.trb.org/view/657308 ER - TY - CONF AN - 00795313 AU - Hellman, A AU - Nikulainen, E AU - Transportation Research Board TI - TEAM WORK IN WINTER MAINTENANCE - FIRST HAND EXPERIENCES PY - 2000 SP - 9p AB - When the Finnish National Road Administration, Finnra, was internally divided into administration and production branches in 1998, it meant great changes both on organizational and operational levels. The main challenge was, and still is, to prepare the production branch for open competition in public road management once the political consensus is reached to change Finnra from a government agency into a state enterprise. The creation of winter maintenance teams in the same year was targeted both on increasing efficiency and decreasing the costs of maintenance work. It was quite a radical change from the traditional management of work by supervisors into self-ruling worker teams. The teams were given a contract for the winter maintenance work and they were to decide and plan by themselves how best to carry out the work, fulfilling the quality requirements set by the client, which in this case was Finnra Administration. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Competition KW - Contracts KW - Cost effectiveness KW - Finland KW - Privatization KW - Teams KW - Winter maintenance UR - https://trid.trb.org/view/657301 ER - TY - CONF AN - 00795315 AU - Knapp, K K AU - Transportation Research Board TI - AN INVESTIGATION OF VOLUME, SAFETY, AND VEHICLE SPEEDS DURING WINTER STORM EVENTS PY - 2000 SP - 14p AB - Winter storm events can have a significant impact on mobility and safety. During the past year, these impacts have been investigated by the Center for Transportation Research and Education for the Iowa Department of Transportation. The project documented in this paper had two phases. First, data related to traffic flow, crashes, and weather/roadway conditions were collected from existing information management systems in Iowa. These data were then evaluated and analyzed. Second, a mobile video data collection system was used to collect data during seven winter storm events. The data collected and summarized into 15-minute increments included traffic volumes, vehicle speeds, vehicle gaps and headways, visibility (greater or less than 1/4-mile) and roadway snowcover conditions. This paper summarizes the results from both phases of this project. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Data collection KW - Headways KW - Highway safety KW - Iowa KW - Mobility KW - Road weather information systems KW - Snow cover KW - Snowstorms KW - Traffic crashes KW - Traffic flow KW - Traffic speed KW - Traffic volume KW - Video cameras KW - Visibility distance KW - Weather conditions KW - Winter UR - https://trid.trb.org/view/657303 ER - TY - CONF AN - 00795317 AU - Baroga, E V AU - Transportation Research Board TI - PERFORMANCE MEASUREMENT FOR SNOW AND ICE CONTROL ACTIVITIES: A PILOT PROJECT IN WASHINGTON STATE PY - 2000 SP - 11p AB - In 1996 the Washington State Department of Transportation (WSDOT) implemented a system of performance measures and service level ratings for highway maintenance activities known as the Maintenance Accountability Process (MAP). The MAP did not initially include service levels for snow and ice control activities based on field measurement as it does for the majority of other maintenance activities. This was due to the complexity of measuring performance for an activity linked to unpredictable weather events, rapidly changing roadway conditions, and climates ranging from arid to alpine. Since MAP's inception, WSDOT's ability to communicate maintenance-related outcomes and develop performance-based budgets has increased dramatically. Not only have these improvements stabilized the highway maintenance budget, they have also resulted in increased funding for maintenance activities in which service levels were below targeted goals. The MAP is also being increasingly utilized by WSDOT regional maintenance personnel as a management tool to assist them in delivering maintenance services throughout the state. After having gained three years of experience with performance measures and service levels for a variety of maintenance activities, WSDOT maintenance personnel decided it was time to gain similar benefits for snow and ice control activities by developing and implementing a pilot project including performance measures, service levels, and field measurement protocols. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Budgeting KW - Highway maintenance KW - Level of service KW - Maintenance accountability KW - Measurement KW - Performance KW - Snow and ice control KW - Washington (State) KW - Winter maintenance UR - https://trid.trb.org/view/657305 ER - TY - CONF AN - 00795322 AU - Bryant, J W AU - Weyers, R E AU - Brown, M C AU - Weyers, R M AU - Transportation Research Board TI - EVALUATION OF A PENETRATING CORROSION INHIBITOR SYSTEM PY - 2000 SP - 18p AB - A total of 16 reinforced slabs were cast with admixed chloride contents of 0.0, 0.35, 0.71, 1.4, 2.8, and 5.7 kg Cl/cu m of concrete. The slabs contained 5 isolated steel reinforcing bars with a 50 mm cover depth and were 1181 x 1067 x 216 mm. The slabs were stored at an outdoor exposure site in Blacksburg, Virginia for 7 years before being treated with an alcohol-amine corrosion inhibitor. Treatments were 3 applications at a rate of 2.46 sq m/liter over the entire surface area or over a center strip which was perpendicular to the bar direction. The concrete mixture had a water cement ratio of 0.45 and a 28 day compressive strength of 34.5 MPa. Corrosion assessment measurements before treatment included acid and water soluble chloride contents and corrosion potentials and rates. Corrosion potentials and rates were monitored for 1 year after treatment, and about 9 months after treatment the depth of inhibitor penetration was measured qualitatively (color indicator test) and quantitatively (ppm). Results indicated that the inhibitor penetrated to the bar depth but there was no significant difference in the corrosion potentials and rates between the treated and untreated slabs or areas. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Chloride content KW - Corrosion KW - Corrosion protection KW - Inhibitors (Chemistry) KW - Reinforced concrete KW - Reinforcing bars KW - Slabs KW - Steel KW - Weathering UR - https://trid.trb.org/view/657310 ER - TY - CONF AN - 00795324 AU - Ramey, G E AU - Transportation Research Board TI - RAPID REHABILITATION OR REPLACEMENT OF BRIDGE DECKS UNDER CONCURRENT TRAFFIC CONDITIONS PY - 2000 SP - 16p AB - The Alabama Department of Transportation (ALDOT) has over 3 miles of major interstate bridges (3 to 5 lanes wide with approximately 600,000 cu ft of deck) near downtown Birmingham with significant levels of deck cracking and deterioration. The bridges are part of the 165 and 159/20 interstate highway system through the city and are approximately 30 years old. Typical photographs showing the state of cracking and deterioration of the bridges are included in this report. ALDOT bridge inspectors indicate that about 5-7 years ago they began to see longitudinal cracks in the top of the deck above the edges of the support girders. These cracks are continuing to grow in length and width, and are beginning to combine with the older transverse cracks (which are almost everywhere) to form surface spalls. Obviously, the ALDOT must make decisions on rehabilitation actions for the Birmingham decks in the near future. The research described in this report is part of ALDOT's investigative work on the Birmingham bridge deck problem. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Birmingham (Alabama) KW - Bridge decks KW - Cracking KW - Decision making KW - Deterioration KW - Interstate highways KW - Longitudinal cracking KW - Photographs KW - Rehabilitation (Maintenance) KW - Research KW - Traffic volume KW - Transverse cracking KW - Urban areas UR - https://trid.trb.org/view/657312 ER - TY - CONF AN - 00795312 AU - Bray, J S AU - Transportation Research Board TI - NYSDOT'S SAFETY APPURTENANCE PROGRAM (SAFETAP) - MAINTAINING OUR ROADSIDE SAFETY ASSETS PY - 2000 SP - 22p AB - The New York State Department of Transportation's (NYSDOT's) Safety Appurtenance Program (SAFETAP) evolved in the early 1990s in response to a pavement maintenance initiative designed to ensure the maintenance of New York's pavements at reduced cost. Called the Preventive Maintenance Paving (PMP) program, this initiative called for a simple 1.5 inch overlay of pavements rated "fair" in order to avoid more extensive and expensive future treatments. The PMP program proved effective in cost-effectively maintaining the State's pavements. However, while a process was designed in such a way as to ensure that accidents did not increase as a result of the higher speeds associated with new roadway surfaces, opportunities to improve highway safety along the treated sections of roadway were not included in the program. This decision - not to use this dedicated pavement maintenance program to address opportunities to improve highway safety - assumed added significance as more miles paved each year moved from the Department's "standards based" 3R Program to the PMP resurfacing program. Historically, the maintenance of roadside appurtenances has depended to a large degree on the inclusion of those kinds of improvements in the Department's pavement resurfacing programs. Between 1990 and 1997 the share of miles resurfaced under the PMP resurfacing program increased from 45% of total to 70% of total. This posed a serious problem not only from a highway safety, but also from a highway maintenance perspective. Sponsors of SAFETAP viewed it as both an added opportunity to ensure against accident increases in the short term following resurfacing, as well as an opportunity to provide for long term (permanent) accident reductions. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Cost effectiveness KW - Highway safety KW - New York (State) KW - Pavement maintenance KW - Preventive maintenance KW - Resurfacing KW - Roadside structures KW - Traffic crashes UR - https://trid.trb.org/view/657300 ER - TY - CONF AN - 00795318 AU - Levy, J AU - Mueller, E AU - Transportation Research Board TI - SYNERGY WITH SAP AND GIS PY - 2000 SP - 10p AB - The City of San Diego Street Maintenance Division maintains all of the streets, alleys, sidewalks, street trees, storm drain systems, street lights, traffic signals, traffic signs, pavement striping and markings, marked curbs, fences, guardrails, and bridges for a city of 1.2 million people living over 402 square miles. San Diego's Street Division also provides services such as street sweeping, emergency response to hazards and storm water pollution control management and enforcement. The Street Division had a major challenge. The primary request tracking system was limited and overloaded. There were over a million separate items to maintain, and 363 employees to manage, as well as their equipment and materials. Numerous maintenance contracts were in process, new technologies were being evaluated, and there was an annual budget of $42 million to develop and manage. To address these challenges, a goal was set to complete a major new service tracking, work management, inventory management, and management information system in one year. To achieve this within budget and on schedule seemed an impossible task. This was especially true within the constraints of working in the public sector. However, when the year was over, they had done better than that. More was done than originally planned, and it was completed on time and within the planned budget. This paper describes the process used to do this system implementation, the methods to improve the work management practices of the Division, and the system that was created. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Geographic information systems KW - Highway maintenance KW - Implementation KW - Inventory control KW - Maintenance management KW - Management information systems KW - San Diego (California) KW - Tracking systems UR - https://trid.trb.org/view/657306 ER - TY - CONF AN - 00795321 AU - Swan, J A AU - Transportation Research Board TI - QUALITY OF MAINTENANCE MATERIALS PY - 2000 SP - 29p AB - The procurement of quality materials for the maintenance of the highway system in Arizona is a challenge. This challenge is directly related to the procurement, or purchase, processes that exist in state government. Arizona's experience with these processes has been the purchase of materials that may or may not meet the quality requirements needed to perform the work. In contrast there is an extensive quality control and quality assurance program that is used during the construction of highway facilities. Once maintenance assumes responsibility for these facilities the purchasing of materials is governed by different rules and laws which impact the quality and type of materials that can be obtained for maintenance operations. The Arizona Department of Transportation (ADOT) is developing a maintenance materials quality control program that will blend with the procurement process. Steps taken to date include initiation of research projects investigating pavement maintenance techniques, developing a pre-approval process for specific products, and organizing a maintenance new product evaluation committee populated by maintenance operations personnel. At the local level the Holbrook District has committed to improving the quality of the materials that are purchased for maintenance operations through a testing and evaluation program. Implementation is by a team made up of District maintenance and construction personnel, which includes not only supervisory personnel, but maintenance technicians and laboratory testing technicians as well. The team has developed a materials sampling and testing training program for maintenance technicians; the District Materials Laboratory is testing purchased and produced materials; and the team is evaluating the materials test results against material performance. Results at this point are mixed because of continuing conflicts with the procurement process and the way procurement contracts are administered in Arizona. The team has identified that there is a lack of information concerning materials specification writing and evaluation; and there is an inconsistency in the materials sampling and testing processes used in enforcing the specifications. District maintenance personnel have begun to demand purchased material meet the procurement specifications and are now requesting information regarding the writing and interpretation of specifications. What is being learned is that there needs to be an effort to educate both procurement and maintenance personnel in specification writing, quality control and quality assurance testing, and identifying specific material needs. It is also evident that there needs to be a less centralized contract management than is being followed through the procurement process. Future research is required in determining the level and amount of education of maintenance and procurement personnel in specification writing, quality control, quality assurance testing, and identifying specific material needs. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Arizona KW - Education and training KW - Evaluation KW - Future KW - Highway maintenance KW - Materials management KW - New products KW - Procurement KW - Quality assurance KW - Quality control KW - Research KW - Specifications KW - Technicians KW - Testing KW - Training UR - https://trid.trb.org/view/657309 ER - TY - CONF AN - 00795314 AU - Lepisto, J-P AU - Martikainen, P AU - Transportation Research Board TI - CENTRALLY ORGANIZED TEMPORARY TRAFFIC CONTROL TEAMS - PILOTING AN INDEPENDENT PROFIT CENTER PY - 2000 SP - 15p AB - In the end of 1998 the South Finland Production Area of the Finnish National Road Administration (Finnra) decided to test and create a new pilot service system to take care of temporary traffic control during road work. The idea of the pilot project was to create a new team, inside the Finnra, offering all-inclusive temporary traffic control services to anyone, both inside and outside Finnra, who needs them. The team applies for working permits, takes care of traffic arrangements and also develops and tests new traffic control equipment in local conditions. The team is a pioneer of work zone safety by implementing these four methods: maximum safety to road user, maximum safety to workers, minimum delay on site and optimal economy for client. The project started in the end of 1998, the "pilot traffic control team" idea was tested in 1999 and the team started to work officially at the beginning of 2000, while at the same time the team leader started to develop the operational system and quality system. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Finland KW - Highway maintenance KW - Teams KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/657302 ER - TY - CONF AN - 00795310 AU - LEE, K W AU - Brayton, T E AU - Gress, D AU - Harrington, J AU - Transportation Research Board TI - A PERFORMANCE-BASED MIX-DESIGN METHOD FOR COLD IN-PLACE RECYCLING OF BITUMINOUS PAVEMENTS FOR MAINTENANCE MANAGEMENT PY - 2000 SP - 16p AB - The high cost and environmental impact of pavement rehabilitation has led to an increase in the use of Cold In-Place Recycling (CIR) as an effective alternative to other rehabilitation strategies. However, currently there is not a universally accepted or standard mix-design for CIR. Therefore, the project is being undertaken with the objective to develop a performance-based mix design procedure for CIR through laboratory evaluation and limited field verification. The present project focuses on partial-depth CIR using asphalt emulsions as the recycling agent. After evaluating the modified Marshall mix-design recommended by the AASHTO Task Force No. 38, a new volumetric mix-design has been developed utilizing the Superpave gyratory compactor and technology. It requires that specimens are prepared at densities similar to those found in the field. It also suggests that specimens should be cured at 140 deg F for 24 hours. This will allow for the most consistent specimens, while at the same time, most effectively utilizing the time of laboratory personnel. It will also recommend that the resilient modulus of specimens prepared with the new mix-design will be used for pavement structural design. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Asphalt emulsions KW - Bituminous pavements KW - Cold in-place recycling KW - Curing time KW - Density KW - Field tests KW - Gyratory testing machines KW - Laboratory tests KW - Maintenance management KW - Mix design KW - Modulus of resilience KW - Partial depth KW - Pavement maintenance KW - Recycling KW - Specimens UR - https://trid.trb.org/view/657298 ER - TY - CONF AN - 00795311 AU - Johnson, D R AU - Freeman, R B AU - Transportation Research Board TI - REHABILITATION TECHNIQUES FOR STRIPPED ASPHALT PAVEMENTS IN MONTANA PY - 2000 SP - 18p AB - Asphalt stripping is a fairly common form of distress for pavements in Montana. Currently, the standard technique for rehabilitating these pavements involves the costly removal of most or all of the stripped material, prior to the placement of an overlay. The goal of this research is to determine whether the stripped material can remain in-place, serving as a structural layer within the rehabilitated pavement. This study has involved the construction of five test sites throughout Montana, which have been incorporated into larger overlay projects. At each of these sites, stripped material was removed and replaced from a control section, and stripped material was left in-place on a test section, prior to the placement of an overlay. Only the driving course (chip seal or an open graded friction course) was removed from the test sections. This report provides background information on the test sites and it describes the methods (visual, nondestructive testing, and destructive testing) that are being used to monitor the performance of experimental pavement sections. Performance results are provided for up to four years of service. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - Asphalt pavements KW - Destructive tests KW - Inspection KW - Monitoring KW - Montana KW - Nondestructive tests KW - Pavement performance KW - Recycled materials KW - Rehabilitation (Maintenance) KW - Stripping (Pavements) KW - Test sections UR - https://trid.trb.org/view/657299 ER - TY - CONF AN - 00795309 AU - Moulthrop, J S AU - Hicks, R G AU - Transportation Research Board TI - PAVEMENT MAINTENANCE: PREPARING FOR THE 21ST CENTURY PY - 2000 SP - 16p AB - This paper presents information on the current state of practice with regard to pavement preservation as well as some of the challenges facing the pavement maintenance industry in the 21st century. Pavement preservation (including preventive maintenance) needs to be adopted as an essential program element in agencies so that the U.S. highway system can be properly maintained at the levels expected and demanded by users. This paper addresses some of the issues and challenges for both rigid and flexible pavements. U1 - Ninth AASHTO/TRB Maintenance Management ConferenceAmerican Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation.Juneau, Alaska StartDate:20000716 EndDate:20000720 Sponsors:American Association of State Highway and Transportation Officials; Transportation Research Board; Federal Highway Administration; Alaska Department of Transportation and Public Facilities; and Iowa Department of Transportation. KW - 21st century KW - Flexible pavements KW - Pavement maintenance KW - Preservation KW - Preventive maintenance KW - Rigid pavements KW - State of the art KW - United States UR - https://trid.trb.org/view/657297 ER - TY - RPRT AN - 00795294 AU - Erol, K AU - Levy, R AU - Wentworth, J AU - Federal Highway Administration TI - APPLICATION OF AGENT TECHNOLOGY TO TRAFFIC SIMULATION PY - 2000 SP - 5 p. AB - The economic impact of traffic management grows each day. Infrastructure improvements are costly, hence any such project must be carefully evaluated for its impact on the traffic. Emphasis on traffic simulation tools has increased in the last five years to help evaluate new traffic-control strategies, as well as planned road constructions. Building high-quality traffic simulations has several challenges, including computational performance, the accuracy of models in representing the traffic flow, and the difficulty of integration with advanced traffic management and traffic information systems. In this paper, the authors report on work on an agent-based approach to traffic simulation, and how it addresses these issues. KW - Accuracy KW - Highway planning KW - Strategic planning KW - Traffic control KW - Traffic flow KW - Traffic models KW - Traffic simulation UR - https://trid.trb.org/view/654125 ER - TY - RPRT AN - 00795293 AU - Persaud, R AU - Arnold, J A AU - Hammoudeh, M AU - Federal Highway Administration TI - AN INVESTIGATION OF THE USE OF DIFFERENTIAL GLOBAL POSITIONING SYSTEM TECHNOLOGY WITHIN STATE AND LOCAL TRANSPORTATION DEPARTMENTS PY - 2000 SP - 14 p. AB - The Global Positioning System (GPS) is a satellite-based radio-beacon navigation system developed, owned, and operated by the U.S. Government. GPS uses a constellation of 24 satellites that transmit time signals continuously. Users equipped with the appropriate receivers can receive signals from the satellites to calculate the user position, time, and velocity. The civilian GPS signal, referred to as the Standard Positioning Service (SPS), is available free of charge worldwide and provides a guaranteed accuracy of 100 meters. Many transportation applications require better accuracy than what basic GPS/SPS provides. To achieve such accuracy, an augmentation technique commonly known as the Differential Global Positioning System (DGPS) is used. The Federal Highway Administration is conducting an investigation of DGPS technology applications for surface transportation. This investigation targets the evolving nature of applications relying on this technology within State and local transportation departments nationwide. State and local transportation agencies rely on DGPS to improve public safety, enhance efficiency, and increase productivity. This report summarizes DGPS-related activities within State and local transportation agencies. The information contained in this report was provided by and is the perspective of the staff of State and local agencies. To date, 21 State representatives have provided a description of their DGPS-related activities and applications. KW - Applications KW - Differential Global Positioning System KW - Global Positioning System KW - Local government agencies KW - State departments of transportation KW - Utilization UR - https://trid.trb.org/view/654124 ER - TY - RPRT AN - 00795475 AU - Federal Highway Administration TI - LTPP AND THE 2002 PAVEMENT DESIGN GUIDE PY - 2000 SP - 6 p. AB - The American Association of State Highway and Transportation Official's (AASHTO) Guide for the Design of Pavement Structures is widely used in the design of new and rehabilitated highway pavements. However, the current Design Guide, published in 1993, is widely recognized as being inadequate for the design challenges currently faced by highway agencies because it relies on empirically based procedures founded on test data that are not representative of current pavement design conditions. The 1993 Design Guide does not offer the best available design procedures. For this reason, the National Cooperative Highway Research Program (NCHRP) has undertaken Project 1-37A, "Development of the 2002 Guide for the Design of New and Rehabilitated Pavement Structures". This pamphlet discusses the reasons that a new Design Guide is possible, and lists its benefits. It describes the Long Term Pavement Performance (LTPP) program and discusses how the LTPP data address the current Design Guide's limitations. Included are discussions of traffic loadings, LTPP test sections, and data on rehabilitation, climate, subgrade materials, base materials, vehicle fleet, drainage and distress. The pamphlet explores the LTPP and procedures that will be used as inputs for evaluation. It discusses the LTPP data which will be used for calibration and validation. Finally, it describes the role of LTPP data in the future enhancement of the 2002 Design Guide. Special Pavement Sections (SPS), and the useful data they will generate, are described. KW - American Association of State Highway and Transportation Officials KW - Asphalt pavements KW - Base course (Pavements) KW - Benefits KW - Calibration KW - Climate KW - Construction and maintenance KW - Cracking KW - Databases KW - Drainage KW - Highways KW - Long-Term Pavement Performance Program KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Ride quality KW - Rutting KW - Special Pavement Sections (LTPP) KW - Subgrade materials KW - Test sections KW - Traffic loads KW - Validation KW - Vehicles UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/00129/00129.pdf UR - https://trid.trb.org/view/654221 ER - TY - CONF AN - 00795238 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Meyer, M D AU - Transportation Research Board TI - REFOCUSING TRANSPORTATION PLANNING FOR THE 21ST CENTURY SN - 0309071232 PY - 2000 IS - 20 SP - p. 41-55 AB - The primary purpose of transportation planning, at its most fundamental level, is to provide information to those responsible for improving the transportation system and ultimately to benefit society as a whole. For the past 40 years, transportation planning has changed in process and substance to reflect the different issues and concerns that have risen to the top of federal, state, and local policy agendas. This evolution has reflected a broadening perspective on what constitutes a transportation system; the types of actions that should be taken to "solve" our problems; and an expanding definition of benefit measurement. The federal government has played an important catalytic role in introducing new perspectives into the decision-making process. State and local policy concerns have also found their way into planning norms. Concern for environmental and social impacts, a desire for more equitable funding distribution among modes of transportation, and the promotion of a more open and involved planning process were state and local policy issues that eventually became codified in federal regulations. This paper examines the future context of transportation planning and suggests areas in which today's transportation planning must change to reflect tomorrow's exigencies. The basic point of departure for this paper is that the transportation planing process, to be relevant to future decisions, must reflect the changing demographic, technological, environmental, and economic factors that will greatly influence lifestyles and future travel. To examine each of these factors in detail would itself require numerous conferences and lengthy treatises, certainly more attention than can be allowed in this paper. However, as we enter the 21st century, there are several clues that suggest some of the key issues that will be faced by transportation decision makers over the next 20 years, and thus, these issues should be reflected in the planning process. In some cases, these clues are found in historical trends that have consistently shown patterns of likely travel behavior. In other cases, the novelty and rapidity of change preclude any prediction on the basis of observable historical fact, thus leaving us with a best guess of likely changes and resulting consequences. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Decision making KW - Demographics KW - Economic factors KW - Environmental impacts KW - Environmental policy KW - Equity (Finance) KW - Forecasting KW - Future KW - Public participation KW - Social impacts KW - Technological innovations KW - Transportation planning KW - Transportation policy KW - Travel behavior UR - http://www.uctc.net/papers/487.pdf UR - https://trid.trb.org/view/657279 ER - TY - CONF AN - 00795245 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - SUMMARY OF SURVEY RESULTS (CONFERENCE ON REFOCUSING TRANSPORTATION PLANNING FOR THE 21ST CENTURY RESOURCE PAPER) SN - 0309071232 PY - 2000 IS - 20 SP - p. 179-183 AB - The Survey on Transportation Planning Issues and Needs for Planning Research was developed to solicit input on future research needs from a broad range of transportation professionals and stakeholders. Administered by the Transportation Research Board (TRB), with the cooperation of key stakeholder organizations, the open-response survey encouraged respondents to share their ideas about key issues in transportation planning, upcoming challenges, the resources needed by their organizations, and priority research needs. The varied and thoughtful responses to the survey provided participants at the TRB Conferences on Refocusing Planning for the 21st Century additional input and information about the views of the transportation community and its stakeholders. The survey was distributed between December 23, 1998, and January 22, 1999, to 3,836 members of 10 key organizations. Each organization identified the segments of their membership to receive the survey. Of the 3,836 surveys distributed, 400 survey responses were received, a reply rate of 10.4%. Responses were received from a broad cross section of the transportation community, advocates, and customers. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Future KW - Professional personnel KW - Research KW - Stakeholders KW - Strategic planning KW - Surveys KW - Transportation planning UR - https://trid.trb.org/view/657286 ER - TY - CONF AN - 00795241 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Burwell, D G AU - Transportation Research Board TI - TRANSPORTATION, SUSTAINABILITY, AND LAND USE SN - 0309071232 PY - 2000 IS - 20 SP - p. 86-101 AB - Transportation has always been based on values. For most of the 20th century, these values have revolved around road improvements, speed, and improved access to land. Opening up new lands for development and improving the road system to accommodate the automobile were clear national priorities. As we greet the 21st century, however, we confront a new set of values for our infrastructure and for our society. In 1999, land consumption no longer has the high value that was placed on it in 1899. Speed has been achieved but, as distances have extended between destinations, travel times have not significantly shortened. We are "out of the mud" in all but the most remote locations. The challenge now is to ensure that our extensive transportation system does not sink back into it. New values are now constraining our devotion to speed and to cheap land access. Sustainable development is a phrase that encompasses several of these new values, including conservation, efficiency, choice, and community. Perhaps most significant for transportation, consumption of our natural environment as an economic development strategy was replaced by conservation of our natural environment as an economic development strategy upon enactment of the National Environmental Policy Act of 1970 (NEPA). Gradually, as the profound significance of NEPA took hold, the values of conservation have seeped into public and private economic behavior at all level of organization and activity. The transportation sector has been slow to recognize this paradigm shift in values. Sustainable development and transportation for sustainability are the ultimate manifestations of this shift in values. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Conservation KW - Economic development KW - Land use KW - National Environmental Policy Act of 1969 KW - Paradigm shift KW - Sustainable development KW - Transportation planning KW - Values UR - http://onlinepubs.trb.org/Onlinepubs/conf/cp20/cp20-009.pdf UR - https://trid.trb.org/view/657282 ER - TY - CONF AN - 00795243 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Kennedy, L AU - Transportation Research Board TI - ENVIRONMENTAL JUSTICE AND WHERE IT SHOULD BE ADDRESSED IN THE 21ST CENTURY CONCERNING THE TRANSPORTATION INDUSTRY: HISTORICAL PERSPECTIVE AND SUMMARY SN - 0309071232 PY - 2000 IS - 20 SP - p. 113-132 AB - There is an underlying tug of war going on in the world of transportation: human rights versus environmental rights. This paper outlines the differences between human rights and environmental rights through a review of Title VI of the Civil Rights Act of 1964, Title VIII of the Civil Rights Act of 1968 (Fair Housing Act), the National Environmental Policy Act of 1969 (NEPA), and various executive orders that are related to environmental protection and human rights. An analysis of a number of legal cases concerning environmental justice (i.e., human rights) is also provided. This analysis offers various planning tools that the reader can use to minimize environmental justice concerns as they relate to transportation projects. Also shown are ways in which transportation planners and engineers can use these planning tools while working with strategies to solve major transportation issues or problems. Finally, environmental justice is examined as it relates to needed research to fill existing gaps with available tools. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Civil rights KW - Civil Rights Act of 1964 KW - Civil Rights Act of 1968 KW - Environmental justice KW - Environmental protection KW - Legal documents KW - National Environmental Policy Act of 1969 KW - Research KW - Strategic planning KW - Transportation planning UR - https://trid.trb.org/view/657284 ER - TY - CONF AN - 00795237 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - REFOCUSING TRANSPORTATION PLANNING FOR THE 21ST CENTURY. PROCEEDINGS OF TWO CONFERENCES: WASHINGTON, D.C., FEBRUARY 7-10, 1999 AND IRVINE, CALIFORNIA, APRIL 25-28, 1999 SN - 0309071232 PY - 2000 IS - 20 SP - 352 p. AB - Two conferences on Refocusing Transportation Planning for the 21st Century were held in 1999 following passage of the Transportation Equity Act for the 21st Century (TEA-21). The first conference focused on the identification of key trends, issues, and general areas of research. The results of Conference I, which produced stand-alone products, were used as input for Conference II. The second conference had the specific objective of producing research problem statements. Its mission was to review the results of the first conference by developing these statements. Conference II produced a number of detailed research statements that form the basis for the National Agenda for Transportation Planning Research. The proceedings of both conferences are presented in this report. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Conferences KW - Research KW - Research problem statements KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - United States UR - https://trid.trb.org/view/657278 ER - TY - CONF AN - 00795239 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Lockwood, S AU - Transportation Research Board TI - MAINSTREAMING MANAGEMENT, OPERATIONS, AND INTELLIGENT TRANSPORTATION SYSTEMS INTO THE PLANNING PROCESS SN - 0309071232 PY - 2000 IS - 20 SP - p. 56-71 AB - The integration of intelligent transportation systems (ITS) and management and operations (M&O) into the institutionalized planning and programming process is an essential precondition for improving service. This paper attempts to incorporate the convergence of recent relevant experience and thinking from three sources. First, it includes the experience -- through formal transportation system management (TSM) and congestion management systems (CMS) planning -- with incorporating supply and demand management-based improvement projects (including ITS) into the conventional statewide or metropolitan planning and programming process and participants. Second, this paper also reflects the more recent experience with ITS-deployment planning as a discrete systems engineering and integration activity that is conducted separately from the conventional planning and programming process by staff of facility-owner operations. Finally, it includes the emergence of a policy focus on systems M&O at the state and metropolitan level, with implications for not only planning and programming but also for the roles and relationships among stakeholders in the real-time service delivery that is implied. The concept of M&O provides a distinct policy orientation -- one that can stand alone or be combined with other policies and programs, such as highway capacity expansion. ITS is a principal programmatic means of pursuing this policy through the regionally integrated application of computation, communication, and control technologies. The context for surface transportation has changed radically over the last 2 decades, whereas the conventions of transportation network services have hardly changed. There is an emerging confluence of 21st-century context features that reflects a new reality: a knowledge-based society places a high premium on information, efficiency, convenience, and responsive services. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Congestion management systems KW - Demand KW - Deployment KW - Intelligent transportation systems KW - Management KW - Metropolitan areas KW - Operations KW - Programming (Planning) KW - Stakeholders KW - States KW - Supply KW - Transportation planning KW - Transportation policy KW - Transportation system management UR - https://trid.trb.org/view/657280 ER - TY - CONF AN - 00795240 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Neumann, L A AU - Transportation Research Board TI - INTEGRATION OF INTERMODAL AND MULTIMODAL CONSIDERATIONS INTO THE PLANNING PROCESS SN - 0309071232 PY - 2000 IS - 20 SP - p. 72-85 AB - Over the years, numerous conferences and research agendas have focused on creating a truly multimodal transportation system planning and decision-making process. The issue is once again being examined at a time when it might be argued that more progress has been made toward achieving the objective in the past 5 years than in the previous 20 years. However, it is also believed that we are moving into an era in which the imperative for continued progress has never been stronger and that the risk of business as usual has never been greater. Although the Transportation Equity Act for the 21st Century (TEA-21) significantly increased the funding that is available for surface transportation, needs still outstrip resources. Moreover, global economic trends and the need to respond to a range of economic, social, and environmental objectives create strong incentives to find the right balance and mix of modes to serve a wide variety of market segments. However, a range of institutional, financial, policy, and regulatory barriers remain. Gaps in data and limitations of analytic methods constrain our ability to define and evaluate system choices. The challenge is to define a research agenda that can reduce these constraints and that can accelerate the progress that has been observed over the past several years. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Data needs KW - Decision making KW - Economic impacts KW - Environmental impacts KW - Finance KW - Institutional issues KW - Intermodal transportation KW - Multimodal transportation KW - Regulatory constraints KW - Research KW - Social impacts KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Transportation policy UR - https://trid.trb.org/view/657281 ER - TY - CONF AN - 00795242 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Wachs, M AU - Transportation Research Board TI - LINKAGES BETWEEN TRANSPORTATION PLANNING AND THE ENVIRONMENT SN - 0309071232 PY - 2000 IS - 20 SP - p. 102-112 AB - Transportation investments have in the past been among society's most important contributors to environmental improvement, but today transportation programs and projects are more often of concern as sources of major environmental problems. Over the past 30 years, since the enactment of the National Environmental Policy Act (NEPA) and the first Clean Air Act Amendments, the relationship between transportation planning and environmental policy making has continuously become more complex and problematic. This paper briefly examines several trends and emerging themes in urban and regional transportation planning. The emphasis here is on breadth instead of depth, and each theme is offered as a subject for elaboration and consideration at the conference workshops. For emphasis, and as a resource for easy reference for use in the workshop sessions, recommendations for planners and policy makers follow each theme. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Clean Air Act Amendments KW - Environmental protection KW - National Environmental Policy Act of 1969 KW - Policy making KW - Recommendations KW - Regional transportation KW - Transportation planning KW - Transportation policy KW - Trend (Statistics) KW - Urban transportation UR - http://www.uctc.net/papers/486.pdf UR - https://trid.trb.org/view/657283 ER - TY - CONF AN - 00795244 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Loveless, S AU - Transportation Research Board TI - ACCESS TO JOBS: INTERSECTION OF TRANSPORTATION, SOCIAL, AND ECONOMIC DEVELOPMENT POLICIES -- CHALLENGE FOR TRANSPORTATION PLANNING IN THE 21ST CENTURY SN - 0309071232 PY - 2000 IS - 20 SP - p. 133-163 AB - The passage of the national welfare reform legislation -- the Personal Responsibility and Work Opportunity Reconciliation Act of 1996 (PRWORA) -- focused attention on a longstanding problem: the impaired access to jobs for low-income, innercity, and rural residents. The time limits on welfare receipt and the work requirements for all nonexempt recipients during the transition period, which are central to this legislation, have created an urgent need to find connections for this population to jobs. They cannot wait for economic revitalization programs to create jobs where they live nor can they relocate to housing that is nearer to the existing job markets in the foreseeable future. They need access to jobs now. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Access KW - Jobs KW - Low income groups KW - Metropolitan areas KW - Personal Responsibility&Work Opportunity Reconciliation Act KW - Rural areas KW - Transportation planning KW - Welfare recipients UR - https://trid.trb.org/view/657285 ER - TY - CONF AN - 00795246 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Meyer, M D AU - Transportation Research Board TI - RESEARCH AGENDA FOR THE 21ST CENTURY SN - 0309071232 PY - 2000 IS - 20 SP - p. 184-189 AB - This paper describes a framework for a research agenda on refocusing transportation planning for the 21st century. This is truly a daunting task given the diversity of interests and needs that are represented by those who plan and by those who (we hope) use the results of this planning. The results of the Refocusing Transportation Planning for the 21st Century Conference I serve as the basic point-of-departure for this agenda, but the proposed research framework is designed to allow constant revisions to the agenda to reflect changing societal and technological contexts, many of which we cannot even imagine today. This flexibility, after all, is one of the important characteristics of a successful research program. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Research KW - Transportation planning UR - https://trid.trb.org/view/657287 ER - TY - CONF AN - 00795247 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Wachs, M AU - Transportation Research Board TI - REFOCUSING TRANSPORTATION PLANNING FOR THE 21ST CENTURY SN - 0309071232 PY - 2000 IS - 20 SP - p. 190-193 AB - The author offers some general statements that he would like participants in the Refocusing Transportation Planning for the 21st Century Conference II to consider. These statements grow out of the notion that if there is a "market" for research, there has to be, at some point, a meeting of minds between the buyer and the seller to address ways in which these perspectives can be brought closer together. There are six statements, as follows: (1) It is better to define research topics that are narrow, bounded, and precise than to define topics that are broad and general. (2) There is far too little genuine evaluative research being done in the field of transportation planning and policy. (3) The development of new technology, the development of devices, and the development of materials are critical parts of a transportation research program; but they must be complemented by research on institutional and organizational issues in transportation and on decision-making processes. (4) It is appropriate to set aside at least a portion of our resources for research support for basic research, for speculative and exploratory work, and for researcher-initiated studies. (5) Research in transportation has been less productive and less useful than it could be, because the funding agencies don't have sufficient "stick-to-it-tiveness." (6) Some areas of transportation research have been on the list of topics that need to be researched for decades, yet we have failed to create the marketplace in those areas to actually enable a meeting of the minds between those individuals who need the results and those who might be willing and able to do it. U1 - Refocusing Transportation Planning for the 21st CenturyFederal Highway Administration and Federal Transit Administration.Washington, D.C., February 7-10, 1999; Irvine, Cal StartDate:00000 EndDate:00000 Sponsors:Federal Highway Administration and Federal Transit Administration. KW - 21st century KW - Research KW - Transportation planning UR - http://www.uctc.net/papers/487.pdf UR - https://trid.trb.org/view/657288 ER - TY - RPRT AN - 00793899 AU - Federal Highway Administration TI - LET IT SNOW: WINTER ROAD MAINTENANCE PRODUCTS AND TECHNOLOGIES PY - 2000 SP - 24 p. AB - This booklet presents products, programs and expertise to those individuals who battle the winter year-round, in order to help them keep ahead of the demanding task of winter road maintenance. The table of contents lists the following: A Year-Round Partnership; Programs - Aurora Program, Lead States Team, Snow and Ice Cooperative Pooled Fund Program (SICOP), Weather and Winter Mobility Team; Information Sharing and Support - Eastern Winter Road Maintenance Symposium and Equipment Expo, Western Snow and Ice Conference/FHWA Western Snow and Ice Symposium, National Winter Maintenance Virtual Clearinghouse, Communications and Public Outreach; Products and Technologies - Road Weather Information System (RWIS) and Weather Forecasting, Snow Emergency Response Centers, Anti-icing, Equipment, Snow Fences; and Testing and Evaluation. KW - Anti-icing KW - Communications KW - Equipment KW - Mobility KW - Partnerships KW - Products KW - Public information programs KW - Roads KW - Snow and ice control KW - Snow emergency response centers KW - Snow fences KW - Technology KW - Weather conditions KW - Weather forecasting KW - Winter KW - Winter maintenance UR - https://trid.trb.org/view/653726 ER - TY - RPRT AN - 00794707 AU - Federal Highway Administration TI - BID OPENING REPORT. FEDERAL-AID HIGHWAY CONSTRUCTION CONTRACTS. CALENDAR YEAR 1999 PY - 2000 SP - 25 p. AB - Published semi-annually, this report summarizes data for Federal-Aid highway construction contracts awarded by the various State Highway Agencies during the second half of 1999. Prior to enactment of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the Bid Opening Reports summarized data for all Federal-Aid Secondary and Off-system projects. After enactment of the ISTEA, data contained in these reports are from Federal-Aid highway projects on the National Highway System (NHS), including Surface Transportation Program (STP) projects that are located on the NHS. Data for Federal-Aid Interstate contracts include both Interstate Construction (IC) and Interstate resurfacing, rehabilitation, restoration and reconstruction (I-4R) projects funded with pre-ISTEA funds, and IC and Interstate Maintenance funded under the ISTEA. The contents are organized as follows: (I) National Summaries: Largest 40 Contracts Awarded, 1999; Contract Award Data 1972-1999; Size of Contract Statistics, CY 1999; and Size of Contract Statistics, Second Half 1999; and (II) State-by-State Summaries: All Contract Awards, 1999; All Contract Awards, Second Half 1999; Interstate Awards, 1999; and Interstate Awards, Second Half 1999. KW - Contract administration KW - Contracts KW - Federal aid KW - Highway maintenance KW - Interstate highways KW - National Highway System KW - Road construction KW - State departments of transportation KW - Statistics UR - https://trid.trb.org/view/653888 ER - TY - RPRT AN - 00793452 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - STRATEGIC PLAN FOR THE DEVELOPMENT OF ADUS STANDARDS : FINAL PY - 2000 SP - 23 p. AB - This strategic plan creates the framework for the development of standards related to the implementation of the Archived Data User Service (ADUS). Specifically, the Plan: Establishes the need for the development of ADUS standards and their potential benefits to transportation practice; Identifies the general types of standards that are required; Identifies other ongoing efforts that have an impact on the development of ADUS standards, and recommends how coordination may be achieved; Ascertains the policy implications of instituting ADUS standards, especially barriers to acceptance; Creates a schedule for the development of ADUS standards; and Identifies institutional mechanisms for developing and implementing ADUS standards. KW - Databases KW - Planning KW - Standards UR - http://ntl.bts.gov/lib/16000/16800/16872/PB2000105807.pdf UR - http://ntl.bts.gov/lib/7000/7600/7609/9q301_1.pdf UR - https://trid.trb.org/view/653555 ER - TY - RPRT AN - 00793874 AU - Federal Highway Administration TI - KEY FINDINGS FROM LTPP ANALYSIS 1990-1999 PY - 2000 SP - 16 p. AB - The Long Term Pavement Performance (LTPP) analysis program has addressed a broad array of topics - from field validation of pavement design procedures, to the study of variability in traffic and materials data, to investigating pothole repair techniques. The purpose of this document is to highlight some of the key findings from LTPP analysis studies between 1990 and 1999. These findings have been organized into the following areas: site conditions, structural features, materials, initial roughness, pavement maintenance, pavement rehabilitation, American Association of State Highway and Transportation Officials (AASHTO) design validation, and performance modeling. KW - American Association of State Highway and Transportation Officials KW - Base course (Pavements) KW - Climate KW - Drainage KW - Initial roughness (Pavements) KW - Long-Term Pavement Performance Program KW - Materials KW - Pavement design KW - Pavement joints KW - Pavement layers KW - Pavement maintenance KW - Pavement performance KW - Performance modeling KW - Potholes (Pavements) KW - Rehabilitation (Maintenance) KW - Repairing KW - Roughness KW - Slabs KW - Subgrade (Pavements) KW - Traffic data KW - Traffic loads KW - Validation KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/key.cfm UR - https://trid.trb.org/view/653708 ER - TY - RPRT AN - 00899854 AU - Mokarem, David W AU - National Technical Information Service AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ENVIRONMENTAL INFLUENCE ON THE BOND BETWEEN A POLYMER CONCRETE OVERLAY AND AN ALUMINUM SUBSTRATE. PY - 2000 AB - No abstract provided. KW - Binders KW - Concrete bridges KW - Floors KW - Overlays (Pavements) KW - Pavements KW - Polymer concrete KW - Subgrade (Pavements) KW - Virginia UR - http://ntl.bts.gov/lib/16000/16700/16795/PB2000105015.pdf UR - https://trid.trb.org/view/613060 ER - TY - RPRT AN - 00899853 AU - Kelly, Kip AU - SHARKEY, EDWARD AU - National Technical Information Service AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - THE PROSPECTS FOR TORT REFORM IN ARIZONA: FINAL REPORT. PY - 2000 AB - No abstract provided. KW - Arizona KW - Government liability KW - Tort liability UR - https://trid.trb.org/view/613059 ER - TY - CONF AN - 00793149 AU - Krause, M AU - Mielentz, F AU - Milman, B AU - Wiggenhauser, H AU - MULLER, W AU - Schmitz, V AU - Technomic Publishing Company, Incorporated TI - ULTRASONIC IMAGING OF CONCRETE MEMBERS USING AN ARRAY SYSTEM SN - 1566769493 PY - 2000 SP - p. 365-370 AB - The use of an ultrasonic array system is described, which can be used combined with 3D reconstruction calculations. In this way ultrasonic reflection and backscatter from the inside of concrete members can be imaged and interpreted. The application of the system is demonstrated for two examples: Imaging the form of a concrete plate and the examination of prestressing ducts. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge members KW - Concrete KW - Ducts KW - Imaging systems KW - Plates (Engineering) KW - Prestressing KW - Ultrasonic array technology KW - Ultrasonics UR - https://trid.trb.org/view/653374 ER - TY - CONF AN - 00793153 AU - SMYTH, A W AU - Betti, Raimondo AU - Lus, H AU - Masri, S F AU - Technomic Publishing Company, Incorporated TI - GLOBAL HEALTH MONITORING AND DAMAGE DETECTION OF THE VINCENT THOMAS BRIDGE SN - 1566769493 PY - 2000 SP - p. 399-404 AB - The results of new global system identification techniques based on vibration data collected from the sensor array on the Vincent Thomas Bridge are compared. Global health monitoring techniques are becoming increasingly important as a means to focus local damage detection efforts. The Vincent Thomas Bridge in San Pedro (USA), which is studied here, is a critical artery for commercial traffic flow in and out of the Los Angeles Harbor, and is at risk in the seismically active Southern California region, and particularly because it straddles the Palos Verdes Fault Zone. The bridge has a central span of approximately 460 meters and is instrumented with 10 accelerometers at various locations on its base, and 15 accelerometers at locations on the deck and towers. Due to this limited instrumentation a reduced-order model of the bridge was made with 10 input channels and 15 response channels. Through parametric linear system identification approaches, damping estimates and other critical dynamic influence coefficients were estimated for each earthquake event. Changes in the identified models are studied to determine the amount of damage incurred during the destructive events. Such estimates of critical structural dynamic properties could be extremely useful for retrofit plans and risk assessment. Difficulties associated with the modeling of truly nonlinear dynamics with equivalent linear models are discussed. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Accelerometers KW - Damage (Bridges) KW - Damping (Physics) KW - Earthquakes KW - Linear analysis KW - Mathematical models KW - Monitoring KW - Palos Verdes Fault Zone KW - Retrofitting KW - Risk assessment KW - San Pedro (Los Angeles, California) KW - Suspension bridges UR - https://trid.trb.org/view/653378 ER - TY - CONF AN - 00793156 AU - Cook, S J AU - Till, R D AU - Pearson, L AU - Technomic Publishing Company, Incorporated TI - FATIGUE CRACKING OF HORIZONTAL GUSSET PLATES AT ARM-TO-POLE CONNECTION OF CANTILEVER SIGN STRUCTURES SN - 1566769493 PY - 2000 SP - p. 419-427 AB - On September 26, 1996, the Michigan Department of Transportation visually detected fatigue cracks at the end of horizontal gusset plates on cantilever sign structures. A technical investigation was conducted to: determine the cause of the cracking; develop an ultrasonic inspection method of detecting the cracks; develop a repair procedure for cracks at this location; and recommend changes to the connection detail. This paper describes the techniques used to detect and repair fatigue cracks found at the end of horizontal gusset plate connections on cantilever sign structures. In addition, this paper describes and shows the detail used to reduce the potential for fatigue cracks at this location. Between April 1997 and July 1998, approximately 1,100 cantilever sign structures had the end of the horizontal gusset plate to the vertical pole connection visually examined for signs of fatigue cracking. After visual examination, 209 ends of horizontal gusset plate connections were ultrasonically inspected to determine fatigue crack severity. In 1998, several cantilever sign structures were removed from service as a result of fatigue cracks at the end of the horizontal gusset plate to vertical pole connection confirmed by ultrasonic testing. A routine inspection program and better connection details will help prevent fatigue cracking at this location and catastrophic collapse of the cantilever sign structure arm. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Arm-to-pole connection KW - Cantilevers KW - Cracking KW - Flaw detection KW - Gusset plates KW - Inspection KW - Repairing KW - Sign supports KW - Ultrasonic tests UR - https://trid.trb.org/view/653381 ER - TY - CONF AN - 00793157 AU - Fuchs, P A AU - Washer, G A AU - Chase, S B AU - Technomic Publishing Company, Incorporated TI - ULTRASONIC STRESS MEASUREMENTS ON CURVED GIRDER BRIDGE CROSS FRAME MEMBERS SN - 1566769493 PY - 2000 SP - p. 428-433 AB - A curved girder bridge research study is currently being conducted at the Federal Highway Administration Turner-Fairbank Highway Research Center (TFHRC). As part of this project a full-scale bridge has been erected and is being tested in the TFHRC structures laboratory. The structure consists of three 90-ft (27-m) long curved steel bridge girders that are joined together with several cross frames. These cross frames were specifically designed for this project and are of a non-typical configuration. Steel pipes with an outer diameter of about 4.5 in. (11.4 cm) are bolted together to make up these cross frames. Each end of the various sections of pipe is welded to a flange that contains bolt holes for connection to the bridge girder. Installation of the cross frames between two girders is difficult due to alignment problems. As a result, the cross frame members have to be forced into place. This installation process causes unwanted stresses to be introduced into the cross frame members. As part of the bridge testing, a method to determine the amount of locked-in stresses in these cross frames was desired. Ultrasonic stress measurement techniques and Barkhausen noise stress measurement techniques were examined to measure the cross frame stresses. Both methods have the potential to allow for quick, convenient measurements at various points during the curved girder bridge testing. The results of applying both stress measurement techniques to the cross frame members are discussed in this paper. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge members KW - Cross frames KW - Curved bridges KW - Girder bridges KW - Measurement KW - Stresses KW - Ultrasonics UR - https://trid.trb.org/view/653382 ER - TY - CONF AN - 00793147 AU - Gucunski, N AU - Vitillo, N AU - Maher, A AU - Technomic Publishing Company, Incorporated TI - PAVEMENT CONDITION MONITORING BY SEISMIC PAVEMENT ANALYZER (SPA) SN - 1566769493 PY - 2000 SP - p. 337-342 AB - The ability to monitor pavement condition is essential for their proper management. Nondestructive evaluation of in situ elastic material properties and detection of a number of defects can be effectively conducted using seismic methods. Seismic Pavement Analyzer (SPA) integrates five seismic techniques for this purpose. This paper contains background of seismic methods used in pavement evaluation, a description of the SPA, and results of field testing which illustrate the capabilities of the seismic methods. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Condition surveys KW - Defects KW - Field tests KW - Flaw detection KW - Modulus of elasticity KW - Monitoring KW - Nondestructive tests KW - Pavements KW - Seismic methods KW - Seismic pavement analyzers UR - https://trid.trb.org/view/653372 ER - TY - CONF AN - 00793148 AU - Wiggenhauser, H AU - Wilsch, G AU - Technomic Publishing Company, Incorporated TI - ANALYSIS OF CONCRETE USING LIBS SN - 1566769493 PY - 2000 SP - p. 359-364 AB - The application of laser induced breakdown spectroscopy (LIBS) to determine the composition of building materials is shown for concrete as an example. The characterization of the building material is done by measuring the content of the three elements calcium, aluminum and silicon. The results are included in a Rankin diagram. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Aluminum KW - Building materials KW - Calcium KW - Chemical composition KW - Concrete KW - Laser induced breakdown spectroscopy KW - Lasers KW - Nondestructive tests KW - Rankin diagram KW - Silicon KW - Spectroscopy UR - https://trid.trb.org/view/653373 ER - TY - CONF AN - 00793150 AU - Hahin, C AU - Technomic Publishing Company, Incorporated TI - NEW TOUGHNESS TESTS FOR WELDMENTS AND CONCRETE SN - 1566769493 PY - 2000 SP - p. 371-379 AB - Two new inexpensive quality tests have been developed to determine the notch toughness of weld joints and fracture toughness of concrete in direct tension. Both tests sample materials before construction to measure their load capacity and tolerance for cracking. The first test, the welded notch toughness test, measures the actual impact toughness of weld joints. Two 30 deg beveled plates of 5/8 in. (16 mm) thickness with 4-6 mm land areas are butted together, using specified or preferred electrodes and welding parameters. As an alternate, a 45 deg bevel joined to a square-cut plate may also be used. After welding, an as-welded notch develops, typically sharper than a standard V-notch. The plates are then cut into ASTM E23 Charpy style bars. When the bars are struck at different temperatures by an ASTM E23 impact hammer, the as-welded notch initiates a crack, which then selects a fracture path of least toughness, including the weld metal, fusion or heat-affected zones. This test can evaluate how toughness is affected by joining different base metals, use of various electrodes, or other welding parameters. The second test measures the plane-strain fracture toughness of concrete in direct tension. A standard 6 x 12 in. (15 x 30 cm) concrete cylinder is used, except that a sharp-edged 2.5 in. (6 cm) diameter plexiglass disk is mounted between two separate threaded bars before the concrete is poured into the cylinder. After curing, the bars are pulled apart, directly measuring both the tensile strength and fracture toughness of the concrete. Fracture planes are flat; numerous tests and finite element analysis have indicated that a uniform stress field develops beyond a 1 in. (2.5 cm) internal radius. This test promises to be a practical, quantitative evaluation tool for measuring toughness of various concrete mixes, aggregates and cements, curing cycles, experimental materials, and for field quality evaluations of concrete. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Concrete KW - Cracking KW - Fracture mechanics KW - Quality control KW - Test procedures KW - Toughness KW - Weldments UR - https://trid.trb.org/view/653375 ER - TY - CONF AN - 00793152 AU - Jackson, D AU - Islam, M AU - Alampalli, S AU - Technomic Publishing Company, Incorporated TI - FEASIBILITY OF EVALUATING THE PERFORMANCE OF FIBER REINFORCED PLASTIC (FRP) WRAPPED REINFORCED CONCRETE COLUMNS USING GROUND PENETRATING RADAR (GPR) AND INFRARED (IR) THERMOGRAPHY TECHNIQUES SN - 1566769493 PY - 2000 SP - p. 390-395 AB - The feasibility of using two nondestructive evaluation techniques, ground penetrating radar (GPR) and Infrared (IR) thermography, was recently attempted for assessing the performance of some fiber reinforced plastic (FRP) wrapped reinforced concrete columns on a bridge structure in Owego, New York. In addition, embedded instrumentation in the FRP wrapped columns is also being utilized for periodic monitoring of the columns. This paper discusses the findings of the IR and GRP feasibility surveys. It was concluded that both methods can be powerful tools for detecting and assessing various types of deterioration in FRP wrapped concrete columns. The GPR technique can be a useful tool for tracking progressive deterioration of the concrete within the FRP wrapped columns, particularly delaminations, provided a planned monitoring scheme is followed. The IR technique is very effective in detecting disbondment, blisters, and shallow defects (delaminations) in such components. Entrapped moisture between the wrap and the concrete can also be detected. However, defects located deep within the concrete may not be reliably detected using IR technique. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Blistering KW - Columns KW - Defects KW - Delamination KW - Deterioration KW - Disbondment KW - Entrapped moisture KW - Feasibility analysis KW - Fiber reinforced plastics KW - Flaw detection KW - Ground penetrating radar KW - Infrared analysis KW - Instrumentation KW - Monitoring KW - New York (State) KW - Performance evaluations KW - Reinforced concrete KW - Thermographs KW - Wrap UR - https://trid.trb.org/view/653377 ER - TY - CONF AN - 00793151 AU - Fish, P AU - Technomic Publishing Company, Incorporated TI - COMPUTERIZED FRACTURE CRITICAL AND SPECIALIZED BRIDGE INSPECTION PROGRAM WITH NDE APPLICATIONS SN - 1566769493 PY - 2000 SP - p. 383-389 AB - Wisconsin Department of Transportation implemented a Fracture Critical & Specialized Inspection Program in 1987. The program has a strong emphasis on Nondestructive Testing (NDT). The program is also completely computerized, using laptop computers to gather field data, digital cameras for pictures, and testing equipment with download features. Final inspection reports with detailed information can be delivered within days of the inspection. The program requires an experienced inspection team and qualified personnel. Individuals performing testing must be licensed ASNT (American Society for Nondestructive Testing) Level III and must be licensed Certified Weld Inspectors (American Welding Society). Several critical steps have been developed to assure that each inspection identifies all possible deficiencies that may be possible on a Fracture Critical or Unique Bridge. They include: review of all existing plans and maintenance history; identification of fracture critical members; identification of critical connection details, welds, and fatigue prone details; development of visual and nondestructive evaluation inspection plan; field inspection procedures; and a detailed formal report. The program has found several bridges with critical fatigue conditions which have resulted in replacement or major rehabilitation. In addition, remote monitoring systems have been installed on structures with serious cracking to monitor for changing conditions. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge members KW - Bridges KW - Computers KW - Cracking KW - Defects KW - Fatigue (Mechanics) KW - Field tests KW - Flaw detection KW - Fracture critical members KW - Inspection KW - Monitoring KW - Nondestructive tests KW - Remote sensing KW - Reports KW - Test procedures KW - Welds KW - Wisconsin UR - https://trid.trb.org/view/653376 ER - TY - CONF AN - 00793158 AU - Hag-Elsafi, O AU - Kunin, J AU - Alampalli, S AU - Technomic Publishing Company, Incorporated TI - EVALUATING EFFECTIVENESS OF FRP COMPOSITES FOR BRIDGE REHABILITATION THROUGH LOAD TESTING SN - 1566769493 PY - 2000 SP - p. 434-439 AB - A seventy-year-old reinforced concrete T-beam bridge carrying State Route 378 over Wynanskill Creek in Rensselaer County, New York, was recently rehabilitated using Fiber Reinforced Polymer (FRP) composite laminates. Integrity of the steel reinforcing and overall safety of the bridge was suspected due to severe leakage of water contaminated with deicing salts. Load tests were conducted before and after installation of the FRP laminates, to evaluate effectiveness of the rehabilitation system in strengthening the bridge structure. This paper briefly discusses these tests and presents some of their results. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Before and after studies KW - Composite materials KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Laminates KW - Load tests KW - New York (State) KW - Rehabilitation (Maintenance) KW - Reinforced concrete bridges KW - Strengthening (Maintenance) KW - T beams UR - https://trid.trb.org/view/653383 ER - TY - CONF AN - 00793154 AU - Betti, Raimondo AU - SMYTH, A W AU - Testa, R B AU - Duby, P AU - West, A C AU - Technomic Publishing Company, Incorporated TI - DETERIORATION OF THE MECHANICAL PROPERTIES OF WIRES IN SUSPENSION BRIDGE CABLES SN - 1566769493 PY - 2000 SP - p. 405-410 AB - Inspections of the cable systems in suspension bridges in the New York metropolitan area have shown that there are many broken wires inside the cables and at the anchorage, showing brittle fracture and extensive deterioration. These findings can only be explained if the complex deterioration mechanism of the high-strength bridge wires is clearly understood. In this paper, the results of an extensive investigation on the characterization of the mechanical properties of low carbon, high-strength wires used in suspension bridge cables and on their rapid degradation due to aging and deterioration are presented. The effects of hydrogen embrittlement, corrosion pitting and service stress on the ultimate strain and strength of bridge wires are analyzed using results from an accelerated corrosion testing program, conducted at Columbia University, and from previous inspections on suspension bridges in the New York metropolitan area. The importance of effective nondestructive evaluation techniques is highlighted. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Accelerated tests KW - Aging (Materials) KW - Anchorages KW - Corrosion KW - Deterioration KW - Embrittlement KW - Hydrogen embrittlement KW - Inspection KW - Mechanical properties KW - New York Metropolitan Area KW - Nondestructive tests KW - Pitting KW - Stresses KW - Suspension bridges KW - Suspension cables KW - Wire UR - https://trid.trb.org/view/653379 ER - TY - CONF AN - 00793155 AU - Testa, R B AU - Zhang, W AU - SMYTH, A W AU - Betti, Raimondo AU - Technomic Publishing Company, Incorporated TI - DETECTION OF CRACKS WITH CLOSURE SN - 1566769493 PY - 2000 SP - p. 411-416 AB - Vibration signatures can be used to identify the presence of fatigue cracks in steel structures and assist in locating the damage. However, the state of a crack, and in particular the degree of crack closure which depends on the loading history that caused the crack, can have a marked influence on the effect of that crack on the vibration characteristics. Experimental results are presented in this paper to show that effect on frequency and damping as a function of crack closure. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Crack closure KW - Cracking KW - Damping (Physics) KW - Flaw detection KW - Frequency (Vibration) KW - Steel structures KW - Vibration UR - https://trid.trb.org/view/653380 ER - TY - CONF AN - 00793137 AU - Yannotti, A P AU - Alampalli, S AU - O'Connor, J AU - Schongar, G AU - Greenberg, H AU - Norfolk, M AU - Technomic Publishing Company, Incorporated TI - PROOF LOAD TESTING AND MONITORING OF AN FRP COMPOSITE BRIDGE SN - 1566769493 PY - 2000 SP - p. 281-286 AB - New York State opened its first fiber-reinforced polymer (FRP) composite bridge to the traveling public in October 1998. A prefabricated E-glass FRP system replaced a badly deteriorated concrete slab superstructure on rural State Route 248 in Steuben County. Prior to opening the bridge to vehicular traffic, the bridge was tested for proof load. Strains and deflections were monitored and compared to those obtained from a design model. This paper briefly describes the bridge design and field test results. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Composite materials KW - Deflection KW - Design KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Field tests KW - Monitoring KW - Nondestructive tests KW - Prefabricated bridges KW - Proof load tests KW - Strain (Mechanics) UR - https://trid.trb.org/view/653362 ER - TY - CONF AN - 00793140 AU - Yost, J R AU - Assis, G AU - Technomic Publishing Company, Incorporated TI - ULTRASONIC AND MAGNETIC PARTICLE TESTING OF THE WASHINGTON & MAIN STREET RAILROAD BRIDGE TRUSS PINS AND EYEBARS SN - 1566769493 PY - 2000 SP - p. 301-306 AB - The Washington & Main Street Railroad Bridge is located in downtown Norwalk, Connecticut, on the heavily traveled northeast corridor mainline. Designed in 1895, this bridge is a single span steel structure consisting of three parallel through trusses, each separated by two tracks. The truss members frame together at common panel points consisting of 8-in. (20-cm) diameter circular steel pins. During visual inspection of the bridge section loss due to surface corrosion was observed in many of the bridge's 62 pins. Considering the bridge's age, importance and heavy service load, it was desired to verify that the pins are in sound functional condition and void of any damaging or threatening internal defects or flaws. This was accomplished using ultrasonic testing. Initial results of the procedure indicated possible discontinuities in 5 of the 62 pins tested. Ultrasonic response to the discontinuities identified in the 5 pins varied in magnitude from broad based to narrow sharp spikes. The investigation concluded the truss pins are in no immediate need of replacement. It was, however, decided that the 5 suspect pins should be re-tested using a calibration reference that is more representative of the pins' material and dimensional characteristics. Also, magnetic particle inspection of the external truss eyebars was performed to determine if any service induced cracking has occurred. Methodology and results from the ultrasonic and magnetic particle testing programs are presented. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Corrosion KW - Defects KW - Eyebars KW - Flaw detection KW - Inspection KW - Magnetic particle testing KW - Pins KW - Railroad bridges KW - Trusses KW - Ultrasonic tests UR - https://trid.trb.org/view/653365 ER - TY - CONF AN - 00793144 AU - Gucunski, N AU - Vitillo, N AU - Maher, A AU - Technomic Publishing Company, Incorporated TI - BRIDGE DECK DELAMINATION EVALUATION USING INTEGRATED SEISMIC DEVICES SN - 1566769493 PY - 2000 SP - p. 329-334 AB - Corrosion induced delamination is the most common cause of bridge deck deterioration. Evaluation of the degree of delamination can be successfully conducted using seismic methods. Three seismic techniques were implemented for this purpose in the Portable Seismic Pavement Analyzer (PSPA). Results of field testing are presented to provide distribution of the elastic moduli of concrete for quality assurance/quality control purposes, and the degree of delamination for maintenance purposes. A three dimensional presentation of data enables the use of the PSPA device as a kind of bridge deck sonar device. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge decks KW - Delamination KW - Field tests KW - Maintenance KW - Modulus of elasticity KW - Monitoring KW - Nondestructive tests KW - Portable seismic pavement analyzer KW - Quality assurance KW - Quality control KW - Seismic methods UR - https://trid.trb.org/view/653369 ER - TY - CONF AN - 00793146 AU - COLLA, C AU - Wiggenhauser, H AU - Technomic Publishing Company, Incorporated TI - DEVELOPMENTS IN IMPACT-ECHO FOR THE INVESTIGATION OF CONCRETE STRUCTURES SN - 1566769493 PY - 2000 SP - p. 350-355 AB - The development of advanced nondestructive testing (NDT) methods for structure/infrastructure assessment is important in civil engineering, and has also managerial implications. The cost of maintenance and safety inspections is continuing to grow and presently in use inspection methods, including NDT methods, are often still considered inadequate because they are costly, traffic disrupting, or require skilled personnel. There is a need for quantitative NDT methods that are easy and fast to apply and easy to interpret. At BAM, Federal Institute for Materials Research and Testing, Germany, work has been carried out on Impact Echo (IE) with the above objectives in mind. While traditional IE collects point measurements, the requirement for skilled personnel for interpretation has been a limitation. Instead, the use of scanning IE implements the method by giving complete and detailed objective information. An automated procedure has been developed for data collection to reduce the influence of transducer coupling. Cross sections of the element can be plotted. Laboratory applications on concrete specimens are shown and data collection described for plotting 2-D element sections. These cases include void location in a multi-layer specimen, and duct shape visualization in 0.5 m thick wall. Site examples from railway high speed tracks (railway sleepers) are given. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Air voids KW - Automation KW - Concrete structures KW - Concrete ties KW - Data collection KW - Flaw detection KW - Germany KW - Impact echo tests KW - Laboratory tests KW - Nondestructive tests UR - https://trid.trb.org/view/653371 ER - TY - CONF AN - 00793145 AU - Maierhofer, C AU - Technomic Publishing Company, Incorporated TI - INFLUENCE OF THE MOISTURE CONTENT ON THE DETECTION OF STRUCTURAL FEATURES IN BUILDING CONSTRUCTION USING IMPULSE RADAR SN - 1566769493 PY - 2000 SP - p. 343-349 AB - For a systematic analysis of the influence of moisture content on the dielectric properties and on the detectability of structural features in building constructions, investigations have been performed within the framework of a European research project with the title "Subsurface Radar as a Tool for Non-Destructive Testing and Assessment in the Construction and Building Industries." Several results are presented where the influence of material properties, moisture content, salt content, frequency and polarization of the electromagnetic field of the microwave impulses were taken into account. Test specimens made of brickwork were investigated with regard to the detection of filled and unfilled joints, voids and multiple layers. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Air voids KW - Brick construction KW - Defects KW - Dielectric properties KW - Flaw detection KW - Joints (Engineering) KW - Masonry bridges KW - Moisture content KW - Nondestructive tests KW - Radar UR - https://trid.trb.org/view/653370 ER - TY - CONF AN - 00793134 AU - Graybeal, B A AU - Walther, R A AU - Washer, G A AU - Technomic Publishing Company, Incorporated TI - ULTRASONIC INSPECTION OF BRIDGE HANGER PINS SN - 1566769493 PY - 2000 SP - p. 261-266 AB - Recently, a pin-and-hanger connection on a heavily traveled truck route in the Midwest showed visual indications of being deficient. The pins in this connection were replaced and field contact ultrasonic inspections were performed on the remaining pin connections. The field inspections indicated that a number of the pins contained cracks and/or significant wear grooves at the pin shear planes. These pins were replaced and were sent to the Federal Highway Administration's Nondestructive Evaluation Validation Center for further testing. The testing included further ultrasonic studies using an immersion tank, radiographic studies, and computed tomography. The results of all four types of testing correlated well. The contact and immersion tank ultrasonic studies provided nearly identical results. The radiographic and tomographic investigations also provided conclusive evidence of the location and severity of defects present in the pins. Specifically, two pins were found to contain transverse cracks at the level of a shear plane, with one of these cracks encompassing a majority of the pin cross-section. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Cracking KW - Defects KW - Inspection KW - Nondestructive tests KW - Pins KW - Radiography KW - Shear plane KW - Tomography KW - Ultrasonics KW - Wear UR - https://trid.trb.org/view/653359 ER - TY - CONF AN - 00793136 AU - Halstead, J P AU - O'Connor, J S AU - Alampalli, S AU - Minser, A AU - Technomic Publishing Company, Incorporated TI - EVALUATING FRP WRAP WITH NDT METHODS SN - 1566769493 PY - 2000 SP - p. 275-280 AB - The New York State Department of Transportation initiated a unique demonstration project in March of 1998. The objective of the project is to determine whether application of Fiber-Reinforced Polymer (FRP) composite wrap provides an efficient, cost-effective method for short-term preservation of deteriorated concrete columns. This determination will be based on the results of nondestructive testing performed prior to wrap installation, during the five year monitoring period, and following completion of the monitoring period. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Columns KW - Composite materials KW - Demonstration projects KW - Deterioration KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Monitoring KW - New York (State) KW - Nondestructive tests KW - Retrofitting KW - Wrap UR - https://trid.trb.org/view/653361 ER - TY - CONF AN - 00793141 AU - Fuchs, P A AU - Washer, G A AU - Chase, S B AU - Technomic Publishing Company, Incorporated TI - LARGE-SCALE STRUCTURAL MONITORING USING A SCANNING LASER DISPLACEMENT MEASUREMENT INSTRUMENT SN - 1566769493 PY - 2000 SP - p. 307-312 AB - Several large-scale tests of structural specimens at the Federal Highway Administration Turner-Fairbank Highway Research Center (TFHRC) have been monitored with a scanning laser-based displacement measurement instrument. This instrument can precisely measure the distance to remote objects at distances up to 100 ft (30.5 m) without requiring any special targets on the object surface. The instrument has a scanner that can direct the laser to measure objects within the instrument's field-of-view. By scanning the laser over a surface of an object, a detailed surface profile can be created. The instrument has been used to monitor testing of three 90-ft (27.4-m) long curved bridge girders in the TFHRC structures laboratory. Also, the instrument has been used to monitor the long-term movement of two geosynthetic reinforced soil bridge piers located at the TFHRC. In both applications, the amount of information obtained with the laser system is far greater than would be possible with conventional instrumentation. This paper discusses the results of using the laser-based instrument for monitoring large-scale civil structures. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge piers KW - Bridges KW - Curved bridges KW - Defects KW - Flaw detection KW - Girders KW - Lasers KW - Measuring instruments KW - Monitoring KW - Nondestructive tests UR - https://trid.trb.org/view/653366 ER - TY - CONF AN - 00793143 AU - Pherigo, G L AU - Pherigo, A L AU - Technomic Publishing Company, Incorporated TI - IMPLANTING FLAWS FOR NDT VALIDATION SN - 1566769493 PY - 2000 SP - p. 323-328 AB - Nondestructive testing (NDT) is often used to evaluate the condition of structural materials used in applications such as beams, columns, decks and a variety of other highway and bridge components. However, NDT is often operator dependent and too many times the operator lacks the experience of evaluating real flaws in "hard to inspect" areas of the component. The solution seems to suggest a full-scale mockup of the critical area of the component. The technology now exists to implant a variety of "real flaws" that will have a known size and location. The NDT operator can now develop accurate techniques and procedures for both the detection and sizing of flaws, even when the flaws are coincident with confusing geometric conditions. This paper will provide a detailed discussion of the current methods used to implant flaws in typical structural materials. The emphasis will be on the actual flaw making procedures and the related tolerances for location and size. Flaw types that are typically implanted include fatigue cracks, slag inclusions, porosity, lack of penetration, lack of fusion, corrosion/erosion, etc. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Beams KW - Bridge decks KW - Bridges KW - Columns KW - Components KW - Corrosion KW - Cracking KW - Fatigue (Mechanics) KW - Flaw detection KW - Flaw implanting KW - Nondestructive tests KW - Porosity KW - Validation UR - https://trid.trb.org/view/653368 ER - TY - CONF AN - 00793138 AU - Hag-Elsafi, O AU - Alampalli, S AU - Technomic Publishing Company, Incorporated TI - STRENGTHENING PRESTRESSED-CONCRETE BEAMS USING BONDED FRP LAMINATES SN - 1566769493 PY - 2000 SP - p. 287-292 AB - Many existing concrete bridges in New York State, constructed with prestressed box-beams superstructures, are suspected of being unable to carry current legal loads due to loss of prestressing strands as a result of corrosion. An alternative to posting for lower loads or replacement is to improve load-carrying capacity of these bridges by strengthening suspected deficient members using bonded fiber-reinforced polymer (FRP) laminates. Although this technique has been effective in increasing strength of reinforced and unreinforced concrete members, it has not been widely used in strengthening deficient prestressed-concrete beams in bridges. This may be attributed to the lack of generally accepted methods for design of the strengthening system and lack of understanding its effect on characteristics of the material. This paper discusses an ongoing study by New York State Department of Transportation, conducted in cooperation with the Federal Highway Administration, to explore some of these issues through full-scale testing and analytical investigation. The main objective of the study is to develop guidelines for strengthening deficient prestressed-concrete box-beam bridge members using bonded FRP laminates. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Box beams KW - Concrete bridges KW - Corrosion KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Guidelines KW - Laminates KW - New York (State) KW - Prestressed concrete KW - Prestressing strands KW - Strengthening (Maintenance) UR - https://trid.trb.org/view/653363 ER - TY - CONF AN - 00793139 AU - Komsky, I N AU - Achenbach, J D AU - Technomic Publishing Company, Incorporated TI - A PORTABLE DUAL LINE SCANNER FOR IMAGING OF STEEL BRIDGE COMPONENTS SN - 1566769493 PY - 2000 SP - p. 295-300 AB - The cost-effective maintenance of bridges requires quantitative information on size, location and orientation of defects in structural members. This is especially true for such fracture-critical bridge components as pins, anchor bolts, and trunnion shafts. In this paper a combination of an angular and a radial ultrasonic scan is proposed for cost-effective inspection of bridge components. This scanning procedure substantially reduces inspection time and cost of instrumentation while providing an adequate level of the information for defect characterization. First, the angular scan is used to detect and locate cracks. In areas with detected cracks the radial scan is subsequently applied. Images from both scans are combined to characterize the defects. A portable scanning unit has been developed to inspect bridge pins without disassembly. Scanning capabilities of the unit are suitable for a wide range of sizes and configurations. A modular design makes it possible to integrate the unit with various data acquisition systems and to deploy it for a wide range of components. The portable ultrasonic inspection system has successfully been tested at bridge sites. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Components KW - Cost effectiveness KW - Cracking KW - Defects KW - Field tests KW - Flaw detection KW - Inspection KW - Pins KW - Portable equipment KW - Ultrasonics UR - https://trid.trb.org/view/653364 ER - TY - CONF AN - 00793135 AU - WOODWARD, C AU - McGarvie, A AU - Technomic Publishing Company, Incorporated TI - LONG RANGE ULTRASONIC FATIGUE CRACK DETECTION SN - 1566769493 PY - 2000 SP - p. 267-271 AB - In this study ultrasonic Lamb waves are used to detect fatigue cracks in steel bridge girders at long ranges. Lamb waves have the capability of propagating long distances allowing the inspection to take place from the abutment or other easily accessible location. Field tests have shown that linear ultrasonic Lamb waves are a viable method for use in inspecting bridge beams for fatigue cracks from a remote location. Additionally, nonlinear methods appear to be effective in providing additional information concerning crack growth with time. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Crack growth KW - Cracking KW - Fatigue (Mechanics) KW - Field tests KW - Flaw detection KW - Girders KW - Nondestructive tests KW - Nonlinear systems KW - Steel KW - Ultrasonic waves UR - https://trid.trb.org/view/653360 ER - TY - CONF AN - 00793142 AU - Dowding, C H AU - O'Connor, K M AU - Technomic Publishing Company, Incorporated TI - REAL TIME MONITORING OF TRANSPORTATION INFRASTRUCTURE WITH TDR TECHNOLOGY SN - 1566769493 PY - 2000 SP - p. 315-322 AB - Time domain reflectometry (TDR) is analogous to radar in a cable. A voltage pulse is propagated along a cable grouted into place. When the pulse reaches a deformity in the cable, a portion reflects. Location of the deformity is calculated by the time of flight of the reflected pulse. Size and character of the deformity can be interpreted from the intensity and type of reflection. For example, a cable can be installed through a foundation into the underlying soil or rock. As movement occurs at the foundation/soil interface, the grouted cable is deformed and reflected signals increase in intensity as the deformation increases. Signal propagation and acquisition are all digital and thus inherently allow remote data acquisition and storage as well as downloading via telemetry. Case histories of the use of TDR cables to remotely monitor deformation are summarized. These examples include: 1) cables in roadways above possible coal mine subsidence, 2) cables through scour critical bridge footings, 3) cables in a deforming rock causeway supporting a highway, and 4) compliant cable and grout combinations in a deforming embankment. These case histories demonstrate installation techniques, telemetric communication, remote monitoring capabilities to detect both deformation and water level, and typical results. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Case studies KW - Causeways KW - Deformation KW - Embankments KW - Footings KW - Foundations KW - Installation KW - Monitoring KW - Remote sensing KW - Roads KW - Rocks KW - Scour KW - Soil structure interface KW - Subsidence (Geology) KW - Telemetry KW - Time domain reflectometers UR - https://trid.trb.org/view/653367 ER - TY - CONF AN - 00793128 AU - Park, S W AU - Zhou, MengChu AU - Technomic Publishing Company, Incorporated TI - NONDESTRUCTIVE ASSESSMENT OF THE POST-IMPACT PROPERTIES OF FRP COMPOSITE LAMINATES SN - 1566769493 PY - 2000 SP - p. 219-224 AB - Mechanical properties of fiber-reinforced polymer (FRP) composites subjected to low-velocity impact are assessed using nondestructive ultrasonic techniques. The effects of impact-induced damage in a carbon and a glass FRP laminates on their residual strengths are evaluated through the analysis of ultrasonic responses of these laminates. FRP coupons impacted at different energy levels are subjected to ultrasonic experiments to determine their through-thickness wave speeds and the mean-square amplitudes of induced transverse vibration. The coupons are then subjected to quasi-static extension to determine their post-impact residual strengths. Correlations among the parameters that represent impact intensity, ultrasonic responses, and post-impact residual strength are studied. It is found that the through-thickness wave propagation speed and the mean-square amplitude of transverse vibration of impacted laminates decrease monotonically with applied impact energy. Also, positive correlations between wave speed and residual strength and between mean-square amplitude and residual strength are observed. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Carbon KW - Composite materials KW - Correlation analysis KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Glass KW - Laminates KW - Low velocity impact KW - Mechanical properties KW - Nondestructive tests KW - Residual strength KW - Transverse vibration KW - Ultrasonics KW - Wave motion UR - https://trid.trb.org/view/653353 ER - TY - RPRT AN - 00792015 AU - Federal Highway Administration TI - NATIONAL TRAFFIC AND ROAD CLOSURE INFORMATION PY - 2000 AB - This website on traffic and road closure information serves as a catalyst to encourage the development of travel information websites and allows site developers to see how others have been implemented. Encompassing nearly 200 links (by Feb. 2000), it is also a good starting place for those looking for nationwide travel information on the Internet. Links by states are sorted by source: state government other government bodies, and all others KW - Advanced traveler information systems KW - Internet KW - Real time information UR - http://www.fhwa.dot.gov/trafficinfo/ UR - https://trid.trb.org/view/649237 ER - TY - CONF AN - 00793130 AU - Lai, LL-Y AU - Ressler, P R AU - Technomic Publishing Company, Incorporated TI - NDT AND NDE ON AN I-95 VIADUCT SN - 1566769493 PY - 2000 SP - p. 235-240 AB - A nondestructive testing (NDT) and a nondestructive evaluation (NDE) using strain gages were conducted on a steel superstructure viaduct in the City of Philadelphia. The NDE results show that the structure contains strong composite actions even though it was designed as a non-composite structure (without shear studs between the deck and steel beams). At most tested locations, the composite actions are stronger than those estimated by the AASHTO criteria for a composite structure. The measured maximum stresses are only 0.28 to 0.40 of the computed maximum stresses under the test truck loading. The ratios of measured effective stress ranges to computed effective stress ranges are only between 0.17 to 0.28. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge superstructures KW - Calculation KW - Composite action KW - Measurement KW - Nondestructive tests KW - Philadelphia (Pennsylvania) KW - Steel KW - Strain gages KW - Stresses KW - Viaducts UR - https://trid.trb.org/view/653355 ER - TY - CONF AN - 00793132 AU - Hellier, C AU - Technomic Publishing Company, Incorporated TI - NDT -- THE KEY TO STRUCTURAL INTEGRITY SN - 1566769493 PY - 2000 SP - p. 247-252 AB - This paper presents several case histories of past structural failures and how the effective use of nondestructive testing (NDT) could have helped to minimize them. The need for highly qualified inspection personnel and their role is also emphasized. A model qualification/certification program for state transportation agencies is presented. Two central certification programs for NDT personnel recently initiated in the United States are included for consideration by the transportation/structures industries. Finally, an innovative system of NDT data management applicable to structures is described. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Case studies KW - Certification KW - Collapse KW - Data management KW - Failure KW - Information processing KW - Innovation KW - Inspectors KW - Nondestructive tests KW - Qualifications KW - Structural integrity KW - Structures UR - https://trid.trb.org/view/653357 ER - TY - CONF AN - 00793129 AU - Tehini, L AU - Statnikov, E AU - Technomic Publishing Company, Incorporated TI - ESONIX -- ULTRASONIC IMPACT TREATMENT SN - 1566769493 PY - 2000 SP - p. 225-231 AB - In recent years, in the context of fatigue life improvement methods, Ultrasonic Impact Treatment (UIT) has attracted much attention. Independent expert assessments of this method have provided indications of its effectiveness. This effectiveness is attributed to the fact that the results achieved are easily reproducible. This fact is largely attributed to the ease of use of the applying device and the correct treatment parameters selection for specific materials, welded joint types and service conditions. An important area of application of the UIT post weld treatment method is improvement in fatigue strength and life under cyclical loading. The features of UIT in the treatment of welds are as follows: high efficiency in forming of geometrical smooth transition between weld metal and base metal eliminating the stress concentration; introduction of compression stresses; and relaxation of residual tensile stresses introduced at the heat affected zone during welding. The elimination of defects caused during welding or machining creates design opportunities for increased fatigue life without additional material mass. UIT is the only effective technique for consistently producing these results. The purpose of this document is to introduce the concept and mechanism of the UIT technology and its applicability within the maintenance and fabrication of bridges. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Compression KW - Fatigue strength KW - Post weld impact treatment KW - Relaxation (Mechanics) KW - Residual stress KW - Service life KW - Stress relieving KW - Stresses KW - Ultrasonic impact treatment KW - Ultrasonics KW - Welds UR - https://trid.trb.org/view/653354 ER - TY - CONF AN - 00793131 AU - Yost, J R AU - Assis, G AU - Technomic Publishing Company, Incorporated TI - LOAD TESTING OF THE WASHINGTON & MAIN STREET RAILROAD BRIDGE SN - 1566769493 PY - 2000 SP - p. 241-246 AB - The Washington & Main Street Railroad Bridge is located in downtown Norwalk, Connecticut, on the heavily traveled northeast corridor mainline. Designed in 1895, the bridge is a single span steel structure consisting of three parallel through trusses, each separated by two tracks. Because of the bridge's age, importance and heavy service load, it was necessary to verify structural performance and integrity. This was, in part, accomplished using strain-gage instrumentation. Load testing was performed by recording member stresses under normal service live load conditions. Measured results exposed that stress distribution varied significantly among multiple-eyebar tension members. Also, measured horizontal force equilibrium at several nodal points did not close. Based on this result, the floor system is suspected of contributing out-of-plane horizontal force distribution. Measured data indicated translational resistance at the expansion bearings. The investigation concluded that the bridge is in good structural health and well equipped for service into the twenty-first century. Methodology and results from the load testing/instrumentation program are presented. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Deformation curve KW - Horizontal force distribution KW - Live loads KW - Load tests KW - Performance KW - Railroad bridges KW - Steel KW - Strain gages KW - Stresses KW - Structural integrity KW - Trusses UR - https://trid.trb.org/view/653356 ER - TY - CONF AN - 00793127 AU - Kudryavtsev, Y F AU - Kleiman, J I AU - Gustcha, O I AU - Technomic Publishing Company, Incorporated TI - ULTRASONIC MEASUREMENT OF RESIDUAL STRESSES IN WELDED RAILWAY BRIDGE SN - 1566769493 PY - 2000 SP - p. 213-218 AB - The residual stresses have a significant effect on the processes of initiation and propagation of fatigue cracks in welded elements. In this paper the results of residual stress measurements in welded regions of a railway bridge span are presented. An ultrasonic method and a portable computerized device for uni- and biaxial residual stress measurement were used in this investigation. The residual stresses were measured in the main wall of the bridge span near the ends of welded vertical attachments. The stresses were measured before and after application of the improvement treatment that was designed to beneficially redistribute the residual stresses. Computer simulations of the process had shown that such redistribution of the residual stresses causes a 45% increase in the limit stress range for this type of welded element. The dependency of the fatigue life of welded elements on the possible variations of the residual stress levels is also analyzed. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Before and after studies KW - Fatigue (Mechanics) KW - Improvements KW - Measurement KW - Railroad bridges KW - Residual stress KW - Service life KW - Simulation KW - Ultrasonics KW - Welds UR - https://trid.trb.org/view/653352 ER - TY - CONF AN - 00793126 AU - Ganji, V AU - Tabrizi, K AU - Vittilo, N AU - Technomic Publishing Company, Incorporated TI - PROJECT LEVEL APPLICATION OF PORTABLE SEISMIC PAVEMENT ANALYZER SN - 1566769493 PY - 2000 SP - p. 205-210 AB - The Portable Seismic Pavement Analyzer (PSPA) is a nondestructive testing device that utilizes elastic wave propagation in an automated manner to identify a pavement's elastic properties, thickness, and possible flaws. The device combines three complementary wave propagation methods, impact-echo, ultrasonic body waves, and the Spectral Analysis of Surface Waves. The applications of PSPA include: determination of the thickness and elastic modulus of a pavement surface layer, delamination and debonding detection, and quality control/quality assurance of the pavement top layer material. In this paper, the application of PSPA as a tool for bridge deck delamination survey is presented. Three bridge decks in New Jersey were surveyed by PSPA, half-cell test, chain drag, sounding by hammer, chloride content test, and rebar cover measurements. All field tests were performed concurrently to minimize lane closure time. The tests progressed at a rate of 100 lane-feet (30.5 lane-meters) per hour. The results of the survey indicate that PSPA and chain dragging can complement each other. PSPA is capable of detecting various degrees of delamination/debonding, while chain drag proved to be very reliable in cases of severe delamination. PSPA is operated discontinuously (usually on a grid) while chain dragging provides continuous coverage. The half-cell test results showed some level of consistency with chain drag and PSPA results. All highly negative half-cell potentials were found to be delaminated areas, but not all delaminated areas exhibited highly negative potentials. No correlation could be established between chloride content results and other test results. These projects showed that PSPA in conjunction with chain drag and half-cell test can be successfully and economically used for delamination survey of bridge decks. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge decks KW - Chain dragging KW - Debonding KW - Delamination KW - Elastic waves KW - Field tests KW - Half-cell tests KW - Impact echo tests KW - Modulus of elasticity KW - New Jersey KW - Nondestructive tests KW - Pavements KW - Portable seismic pavement analyzer KW - Quality assurance KW - Quality control KW - Spectral analysis of surface waves KW - Spectrum analysis KW - Surface course (Pavements) KW - Thickness KW - Ultrasonic waves KW - Wave motion UR - https://trid.trb.org/view/653351 ER - TY - CONF AN - 00793133 AU - Yarrington, L W AU - Technomic Publishing Company, Incorporated TI - ULTRASONIC EVALUATION OF IN PLACE FRACTURE CRITICAL BRIDGE ELEMENTS SN - 1566769493 PY - 2000 SP - p. 255-260 AB - The ultrasonic evaluation of in place fracture critical bridge elements has become of greater importance with the aging of the infrastructure system. Various written practices were reviewed in the process of establishing a written procedure to assure that the areas of interest could be examined with repeatable and reliable results. This work was sanctioned by the Michigan Department of Transportation and was primarily focused on the inspection of bridge pin support assemblies and electroslag welds which were incorporated into the structures, prior to the moratorium on this process in the 1970s. Mr. James Culp, of the Michigan Department of Transportation, published a document titled "Fracture Toughness and Fatigue Properties of Steel Plate Butt Joints Welded by Submerged Arc and Electroslag Welding Procedures" in May of 1976. This study was completed in cooperation with the Federal Highway Administration and was a comparison of the physical and mechanical properties achieved by use of the two different processes. The conclusion was that the electroslag process could reduce welding time by 50% or more, but the saving was offset by very poor and inconsistent Charpy impact test results. The metallurgical studies concluded that the electroslag weldments consisted of two distinct weld metal zones and two large heat affected zones. The study designated the center of the weld as Zone 1, and the surrounding weld as Zone 2. The Zone 1 weld metal was found to have lower yield strength, tensile strength, and Charpy impact values than the Zone 2 weld metal. All of these factors contributed to the decision to place a moratorium on the use of the electroslag process. The coarse grain structure and propensity for heat affected zone cracking were the primary concerns when establishing procedures for the field evaluation of the existing electroslag welds. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Charpy impact test KW - Cracking KW - Electroslag welding KW - Heat affected zone (Metals) KW - Inspection KW - Mechanical properties KW - Nondestructive tests KW - Physical properties KW - Pin support assemblies KW - Tensile strength KW - Ultrasonics KW - Weldments KW - Yield strength UR - https://trid.trb.org/view/653358 ER - TY - CONF AN - 00793119 AU - Prine, D W AU - Socie, D AU - Technomic Publishing Company, Incorporated TI - CONTINUOUS REMOTE MONITORING OF THE MERRIMAC FREE FERRY SN - 1566769493 PY - 2000 SP - p. 159-164 AB - The Merrimac Free Ferry carries Wisconsin SR 113 traffic across the south end of Lake Wisconsin on the Wisconsin River at Merrimac, Wisconsin. The 80-ft (24.4-m) long three-lane ferry has been in operation since 1963. Recent inspections uncovered fatigue cracks at several locations in the hull. The Infrastructure Technology Institute of Northwestern University under contract to Wisconsin Department of Transportation installed strain gages and a remote monitoring system on the boat to allow data to be gathered on the effects of live traffic and wind loading. This paper describes the installation and operation of the remote monitoring system and the results of the data analysis to date. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Cracking KW - Data collection KW - Fatigue (Mechanics) KW - Ferries KW - Hulls KW - Live loads KW - Remote sensing KW - Strain gages KW - Traffic loads KW - Wind KW - Wisconsin UR - https://trid.trb.org/view/653344 ER - TY - CONF AN - 00793122 AU - Carlos, M F AU - COLE, P T AU - Vahaviolos, S J AU - Halkyard, T AU - Technomic Publishing Company, Incorporated TI - ACOUSTIC EMISSION BRIDGE INSPECTION/MONITORING STRATEGIES SN - 1566769493 PY - 2000 SP - p. 179-183 AB - Acoustic Emission (AE) testing on steel bridges has been carried out since the mid-1970s. During this time, much knowledge has been gained in the use of AE. In addition, there have been many documented cases where AE has been able to provide important information about the status and/or integrity of the structure that is unique and complementary to the other nondestructive testing (NDT) techniques. Over these last 20+ years, several AE testing and monitoring strategies have emerged as proven, effective methods of bridge integrity assessment. These include "Global" AE bridge monitoring, where a large part or the entire bridge is monitored, "Local Area" monitoring where a known area of concern is monitored, and "Big-Bang" (also referred to as "Continuous" or "Distress Warning") monitoring for continuous monitoring of structures. This paper introduces and describes these different types of AE bridge testing/monitoring strategies, reviews several applications utilizing these strategies, and outlines system implementation strategies. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Acoustic emission KW - Bridges KW - Continuous monitoring KW - Global monitoring KW - Implementation KW - Inspection KW - Local area monitoring KW - Monitoring KW - Nondestructive tests KW - Steel KW - Strategic planning KW - Structural integrity UR - https://trid.trb.org/view/653347 ER - TY - CONF AN - 00793123 AU - Henderson, M E AU - Costley, R D AU - Dion, G N AU - Technomic Publishing Company, Incorporated TI - ACOUSTIC INSPECTION OF CONCRETE BRIDGE DECKS WITH THE HOLLOWDECK SN - 1566769493 PY - 2000 SP - p. 184-189 AB - The determination of concrete integrity, especially in concrete bridge decks, is of extreme importance. State of the art systems, such as ground penetrating radar, have inherent problems, especially with ghosting and signal signature overlap. The older method of locating delaminations in bridge decks involves either tapping on the surface with a hammer or metal rod, or dragging a chain-bar across the bridge deck. Both methods require a "calibrated" ear to determine the difference between good sections and bad sections of concrete. As a consequence, the method is highly subjective, different from person to person and even day to day for a given person. In addition, archival of such data is impractical, or at least improbable, in most situations. An instrument that automated the chain-drag method of concrete inspection has been constructed and tested. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Acoustics KW - Bridge decks KW - Chain dragging KW - Delamination KW - Inspection KW - Nondestructive tests KW - Structural integrity KW - Subjective evaluation KW - Tapping UR - https://trid.trb.org/view/653348 ER - TY - CONF AN - 00793116 AU - Popovics, J S AU - Technomic Publishing Company, Incorporated TI - SIMULATION OF SASW DATA USING A MULTIPLE RAY WAVE PROPAGATION MODEL SN - 1566769493 PY - 2000 SP - p. 139-144 AB - The spectral analysis of surface waves (SASW) technique is a nondestructive method that makes use of propagating elastic surface wave measurements to determine in situ stiffness profiles in pavement systems. Successful application of this promising technique has been limited however, ostensibly because of the complexity of the wave propagation, signal processing and analysis. In an effort to improve the understanding of the SASW technique and the underlying wave propagation, a rigorous wave propagation model was recently developed. This model can accurately predict the wave propagation response at a point on the surface of a layered structure. In this paper, the model is introduced. Then, this wave propagation model is used to simulate SASW dispersion data for a layered structure. The simulated dispersion curve data are compared to expected limit values. Discrepancies between the existing SASW analysis approach and that obtained by the wave propagation model at low frequencies are discussed. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Mathematical models KW - Nondestructive tests KW - Pavement layers KW - Simulation KW - Spectral analysis of surface waves KW - Spectrum analysis KW - Stiffness profiles KW - Thickness KW - Wave motion UR - https://trid.trb.org/view/653341 ER - TY - CONF AN - 00793118 AU - Marron, D AU - Technomic Publishing Company, Incorporated TI - REMOTE MONITORING OF STRUCTURAL STABILITY USING ELECTRONIC CLINOMETERS SN - 1566769493 PY - 2000 SP - p. 153-158 AB - Caltrans Bridge No. 11-29 spans Stony Creek in Glenn County, California. The structure carries State Route 32 traffic between Chico and Orland. Stony Creek itself experiences intermittent, erratic, high flows. Historically, the bridge has experienced, and remains susceptible to, significant scour. The Infrastructure Technology Institute of Northwestern University, under contract to the California Department of Transportation (Caltrans), on October 12, 1998 installed electronic tiltmeters and a remote monitoring system on the bridge to allow continuous monitoring of the structure's stability. This paper describes the installation and operation of the remote monitoring system and the results of the data analysis to date. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Highway bridges KW - Monitoring KW - Remote sensing KW - Scour KW - Structural stability KW - Tiltmeters UR - https://trid.trb.org/view/653343 ER - TY - CONF AN - 00793125 AU - Kumapley, R K AU - Kumapley, N K AU - Technomic Publishing Company, Incorporated TI - NDT APPROACH TO MONITORING PCC DETERIORATION DUE TO D-CRACKING IN HIGHWAY PAVEMENTS SN - 1566769493 PY - 2000 SP - p. 199-204 AB - Durability cracking (D-cracking) is a pavement distress that is widespread in the midwestern, northern, and eastern United States, and it is one of the predominant distresses monitored by visual inspection under the Long-Term Pavement Performance (LTPP) Project. The nondestructive procedure presented in this paper for monitoring D-cracking was found to be a good supplement of the LTPP procedure for monitoring D-cracking in the test sections. The procedure involves the use of the ratio of deflections at the slab edge to the deflections at the slab center, DEF ratio. Case studies on monitoring D-cracking in two test sections in the North Central LTPP Region are used to illustrate the use of the DEF ratio. This procedure may be useful to highway agencies for monitoring D-cracking progression and deterioration of joints, cracks, and shoulder edges of jointed plain concrete pavement. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Case studies KW - Concrete pavements KW - D cracking KW - Deflection KW - Deterioration KW - Long-Term Pavement Performance Program KW - Monitoring KW - Nondestructive tests KW - Test sections UR - https://trid.trb.org/view/653350 ER - TY - CONF AN - 00793115 AU - Hossain, M M AU - Yang, W-S AU - Technomic Publishing Company, Incorporated TI - DETERMINATION OF CONCRETE PAVEMENT SURFACE LAYER MODULUS AND THICKNESS USING NONDESTRUCTIVE DEFLECTION TESTING SN - 1566769493 PY - 2000 SP - p. 133-138 AB - A method of estimating the modulus and thickness of concrete pavement surface layer directly from nondestructive (NDT) deflection testing has been developed at the New York State Department of Transportation (NYSDOT). This method is fast and requires no backcalculation techniques for deflection analysis. It is developed from pressure distribution factors at sensor locations based on deflection data obtained in an elastic half-space with known modulus of elasticity. In a portland cement concrete pavement, the deflection changes at shorter distances from load center are less influenced by the underlying layers because of high modulus ratio between the surface and subbase layers. This fact allows one to apply pressure distribution factors to estimate the surface layer thickness and modulus. Surface layer modulus and thickness determined by the new method were validated. Case studies from NYSDOT falling-weight deflectometer testing are presented to demonstrate applicability of the new method. Most importantly, all computations are made with a spreadsheet program requiring no sophisticated computer program. This method provides state highway agencies a useful tool in analyzing NDT deflection data. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Case studies KW - Concrete pavements KW - Deflection tests KW - Falling weight deflectometers KW - Modulus of elasticity KW - New York (State) KW - Nondestructive tests KW - Pressure distribution factors KW - Spreadsheets KW - Surface course (Pavements) KW - Thickness KW - Validation UR - https://trid.trb.org/view/653340 ER - TY - CONF AN - 00793120 AU - Wolfe, R W AU - Wahbeh, A M AU - Technomic Publishing Company, Incorporated TI - NON-DESTRUCTIVE TESTING CHALLENGES FOR THE CALIFORNIA TOLL-BRIDGE SEISMIC RETROFIT PROGRAM SN - 1566769493 PY - 2000 SP - p. 165-170 AB - This paper discusses the numerous nondestructive testing (NDT) challenges encountered during the seismic retrofit of California's toll bridges. The California Department of Transportation (Caltrans) has implemented a $4 billion statewide seismic retrofit program. The main focus of this program is seven large toll bridges. The San Diego-Coronado Bay Bridge and the San Mateo-Hayward Bridge, two specific examples of the seven major toll bridges, are discussed in this paper. Multiple NDT methods were utilized in order to assure that the welding on these projects met the design specifications. The major components of the retrofit of the San Diego-Coronado Bay Bridge were the "Pin-Assemblies" which required developing special ultrasonic testing procedures in order to verify the soundness of these critical complete penetration welds. The unique design of these assemblies required a high level of NDT evaluation. On the other hand the San Mateo-Hayward Bridge retrofit required welding of several 160-ft (48.8-m) long steel pipe pilings which ranged in diameter from 5 to 12 ft (1.52 to 3.66 m). This paper discusses the procedures employed to select the most useful NDT method to evaluate the complete penetration welds as well as the interesting challenges posed by the ultrasonic testing of the longitudinal welds on the smaller diameter steel pipe pilings. In both of the aforementioned examples, numerous NDT problems were encountered. This paper discusses these issues in detail. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - California KW - Earthquake resistant design KW - Nondestructive tests KW - Pins KW - Retrofitting KW - Specifications KW - Steel pipe KW - Toll bridges KW - Ultrasonic tests KW - Welding KW - Welds UR - https://trid.trb.org/view/653345 ER - TY - CONF AN - 00793121 AU - Carlos, M F AU - Miller, R K AU - Tamutus, T A AU - Technomic Publishing Company, Incorporated TI - ACOUSTIC EMISSION LOCAL AREA MONITORING SYSTEM SN - 1566769493 PY - 2000 SP - p. 173-178 AB - The use of Acoustic Emission (AE) for testing and monitoring steel bridges has been of interest to the Federal Highway Administration (FHWA) and the Nondestructive Testing (NDT) industry. An FHWA contract was completed in 1994 resulting in a set of guidelines for AE bridge monitoring as well as a management video informing state departments of transportation of the value of the AE bridge monitoring. The work completed in 1994 (after performing a variety of AE tests on 15 different bridges) gave rise to an idea based on monitoring known and suspect defect areas. In this scenario, AE sensors are mounted on different types of bridge structures and in some kind of strategic arrangement surrounding the defect and/or area of interest. Detection of AE takes place as the bridge is loaded as a result of normal traffic flow or, in some special cases, from overloading with specially prepared vehicles. The greatest benefit identified for AE was with local area monitoring. In 1995, the FHWA and Physical Acoustics Corporation entered into a cooperative agreement to design and fabricate a prototype, portable AE monitoring system. This AE system, better known as the Local Area Monitor, has been completed and evaluated in the field on two different bridges. This paper focuses on the development and evaluation of this system and discusses the intended application for steel bridges with known and suspect defects. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Acoustic emission KW - Bridges KW - Defects KW - Local area monitoring KW - Monitoring KW - Nondestructive tests KW - Performance evaluations KW - Prototypes UR - https://trid.trb.org/view/653346 ER - TY - CONF AN - 00793117 AU - Tabrizi, K AU - Ganji, V AU - Sauber, R AU - Technomic Publishing Company, Incorporated TI - PROJECT LEVEL APPLICATION OF FALLING WEIGHT DEFLECTOMETER SN - 1566769493 PY - 2000 SP - p. 145-150 AB - The falling weight deflectometer (FWD), a nondestructive testing device, is commonly used for the structural evaluation of pavements. The FWD equipment simulates the effect of a vehicle wheel load on the pavement and measures the response of the pavement at various locations in terms of deflections. Pavement layer parameters are then determined (commonly referred to as backcalculation) and incorporated into the pavement design. FWD testing was performed to evaluate the effectiveness of a resurfacing program designed by the New Jersey Department of Transportation (NJDOT) forces for a 12-mi (19.3-km) eastbound section of Interstate 78 in New Jersey. The resurfacing project was designed based on material parameters estimated from a visual distress survey and pavement coring. The FWD testing was performed both before and after milling and resurfacing of the hot mix asphalt pavement. The FWD test data were backcalculated using the PADAL program to determine the elastic modulus of asphalt concrete pavement, subgrade resilient modulus, and the effective structural number of the roadway. A follow-up design that was performed in accordance with the AASHTO Guide for Design of Pavement Structures indicated that the structural number of the pavement had increased an average of 1.6, with a service life of 15 to 19 years. FWD results also indicated that few sections of the roadway had higher deflections and needed more extensive rehabilitation. The service life of the overlay for these sections was estimated to be approximately 12 to 13 years. This paper intends to highlight the importance of FWD testing and the backcalculation procedure as a tool for optimizing project level design efforts. This project confirmed that FWD testing is instrumental in identifying deficient sections, optimizing pavement treatments, and therefore providing the most cost-effective solution for those charged with managing their project resources. Demonstrating the success of using FWD, NJDOT incorporated this approach for the 12-mi (19.3-km) segment of Route 78 in the westbound direction the following year. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Asphalt concrete pavements KW - Backcalculation KW - Cost effectiveness KW - Falling weight deflectometers KW - Modulus of elasticity KW - Modulus of resilience KW - New Jersey KW - Nondestructive tests KW - Optimization KW - Overlays (Pavements) KW - Pavement design KW - Resurfacing KW - Service life KW - Structural number (Pavements) UR - https://trid.trb.org/view/653342 ER - TY - CONF AN - 00793124 AU - Krieger, J AU - Friebel, W-D AU - Technomic Publishing Company, Incorporated TI - NDT METHODS FOR THE INSPECTION OF ROAD TUNNELS SN - 1566769493 PY - 2000 SP - p. 193-198 AB - The Federal Road Network of Germany contains at present (end of 1998) 157 tunnels where the total length of the tubes amounts to about 115 km. Many new tunnels are under construction or in the planning phase. The inspection of tunnels is in most cases connected with large disturbances of the traffic because of large surfaces and time consuming inspection procedures. Therefore, the application of nondestructive testing (NDT) methods with the aim of speeding up the inspection process has a high priority. At the present time, the mandatory application of NDT methods for checking the thickness of inner tunnel linings during the first main inspection and the use of automatic scanning devices which are able to record visible and infrared pictures with high resolution are being considered by the Federal Ministry of Transport, Building and Housing. The paper presents results of Impact-Echo measurements for checking the thickness of the inner tunnel lining as well as the results of measurements with a high speed two channel laser scanning device for the inspection of road tunnels. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Automatic scanning devices KW - Germany KW - Impact echo tests KW - Infrared photography KW - Inspection KW - Lasers KW - Nondestructive tests KW - Photography KW - Thickness KW - Tunnel lining KW - Tunnels UR - https://trid.trb.org/view/653349 ER - TY - CONF AN - 00793110 AU - Catbas, F N AU - Grimmelsman, K A AU - Aktan, A E AU - Technomic Publishing Company, Incorporated TI - BRIDGE HEALTH-MONITORING FOR STRUCTURAL PERFORMANCE SN - 1566769493 PY - 2000 SP - p. 95-100 AB - Health-monitoring is a concept which offers great promise for improving the maintenance management process for civil infrastructure systems, by providing managers objective data for decisions. Information and engineering tools and methods represent the most critical issues related to meaningful and beneficial implementations of bridge health-monitoring for infrastructure maintenance and operations management. The writers are currently examining these issues in the context of their research on a long-span bridge. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Data collection KW - Decision making KW - Maintenance management KW - Monitoring KW - Performance evaluations UR - https://trid.trb.org/view/653335 ER - TY - CONF AN - 00793103 AU - Barnes, C L AU - Trottier, J-F AU - Technomic Publishing Company, Incorporated TI - EFFECTIVENESS OF GROUND PENETRATING RADAR FOR PREPARING PRE-TENDER DETERIORATION ESTIMATES ON ASPHALT COVERED REINFORCED CONCRETE BRIDGE DECKS SN - 1566769493 PY - 2000 SP - p. 47-52 AB - The Penetradar Integrated Radar Inspection System (IRIS) Ground Penetrating Radar (GPR) was selected by Dalhousie University as the most appropriate technology for assessing the condition of asphalt-covered reinforced concrete bridge decks because of its ability to penetrate asphalt concrete overlays and data collection at traffic speeds up to 75-80 km/hr. This technology was selected from a list of other nondestructive test methods such as infrared thermography, ultrasonic methods, and impact echo testing. A research program was designed to examine the accuracy and confidence with which GPR can be used to predict the quantity and location of top layer reinforcement delaminations and damage from freezing and thawing at the asphalt/concrete interface. Seventy-two asphalt-covered reinforced concrete bridge decks were surveyed at traffic speeds using GPR for deterioration estimation. Data were recorded by collecting adjacent 0.75-m wide strips along the deck length. The GPR data were processed manually to determine areas of excess signal attenuation and areas of high concrete relative dielectric constant. Deterioration predictions made using GPR were compared quantitatively and spatially to ground-truthing data obtained from nine bridge decks using the well-established chain drag and half-cell potential surveys after the asphalt was removed from each bridge deck just prior to repair. Good to excellent correlation between the GPR predicted deterioration quantity and locations were observed on each of the nine bridge decks with the quantity and location of deterioration found on the decks using the ground-truthing methods. On a network level, the GPR results were observed to underestimate the actual repair quantity by 1.5% of the bridge deck surface area. The 95% upper and lower confidence limits of the GPR prediction of the deterioration quantities as a percent of the deck surface area were observed to be 8.3% underestimation and 4.6% overestimation with respect to the actual repair quantities. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Accuracy KW - Bridge decks KW - Confidence limits KW - Data collection KW - Deterioration KW - Estimating KW - Ground penetrating radar KW - Speed UR - https://trid.trb.org/view/653328 ER - TY - CONF AN - 00793106 AU - Borg, S L AU - Technomic Publishing Company, Incorporated TI - NONDESTRUCTIVE TESTING FOR LENGTH DETERMINATION OF PILES FOR FIVE LONG ISLAND BRIDGES SN - 1566769493 PY - 2000 SP - p. 69-74 AB - Bridges subjected to tidal scour have become a growing concern for the New York State Department of Transportation (NYSDOT). Recent undermining of a pier under a bridge in Long Island led to an extensive effort to characterize the scour potential of bridges in tidal areas. Five Long Island structures were targeted for immediate investigation due to their location in a zone with a high potential for tidal scour. Information regarding the installed lengths for the pre-cast concrete piles that support these structures are not part of the record contract documents. Evaluating the capacity of piles supporting existing structures is a challenge when records on installed pile lengths do not exist. A nondestructive testing method referred to as the Parallel Seismic (PS) was used by NYSDOT to determine the pile lengths. The pile lengths measured by the PS testing, along with recently obtained subsurface exploration information, aided in assessing the tidal scour susceptibility of the five bridges. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge piers KW - Length KW - Long Island (New York) KW - Nondestructive tests KW - Piles (Supports) KW - Scour KW - Tidal currents UR - https://trid.trb.org/view/653331 ER - TY - CONF AN - 00793107 AU - Alampalli, S AU - Cioara, T G AU - Technomic Publishing Company, Incorporated TI - SELECTIVE RANDOM DECREMENT TECHNIQUE FOR PROCESSING BRIDGE VIBRATION DATA SN - 1566769493 PY - 2000 SP - p. 75-80 AB - Long-term continuous, remote monitoring of bridges utilizing measured vibration response due to vehicular traffic is one of several nondestructive testing methods available to bridge engineers to obtain curtained data required to evaluate structural integrity of bridges. Effective use of this method depends on the capability of analytical methods to accurately estimate modal parameters. This paper presents one such method and illustrates its use utilizing data obtained from remote bridge monitoring systems installed on a bridge in New York State. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Highway traffic KW - Mathematical analysis KW - Monitoring KW - Nondestructive tests KW - Remote sensing KW - Selective random decrement technique KW - Structural integrity KW - Vibration UR - https://trid.trb.org/view/653332 ER - TY - CONF AN - 00793113 AU - Chajes, M J AU - Shenton, H W AU - O'Shea, D AU - Technomic Publishing Company, Incorporated TI - ASSESSING BRIDGE CAPACITY USING NDE METHODS SN - 1566769493 PY - 2000 SP - p. 117-122 AB - Historically, bridges have been evaluated using deterministic-based equations for which parameters are developed from design specifications and simple analytical models. These evaluations use only limited site-specific data. Estimates of a bridge's load-carrying capacity made in this manner are often conservative. With the continued deterioration of our nation's bridges and the growing number of bridges that are being classified as "deficient," combined with limited financial resources in our bridge management programs it is more important than ever that estimates of a bridge's capacity be as accurate as possible. Furthermore, as the number of superload trucks (permit vehicles) increases, the challenge of routing them becomes greater. Accurate condition assessment enables bridge engineers to more effectively manage their bridge inventories. In determining a safe and accurate load-carrying capacity for a bridge, the best model of the structure is the bridge itself. While we do not have the luxury of utilizing this resource during the design of a bridge, we can utilize it during subsequent evaluations. By conducting field tests to measure site-specific response data, we can make use of new probabilistic evaluation formulas to more accurately load rate the bridge. In doing so, we may find that traffic restrictions, repairs, or replacement are not necessary. Researchers at the University of Delaware have been working with engineers at the Delaware Department of Transportation (DelDOT) to develop economical methods for integrating bridge field testing into DelDOT's bridge management efforts. A primary objective of the program was that it be easily integrated into DelDOT's existing bridge rating process. Since the program's inception, field test results have been used to re-evaluate posted bridges and bridges whose current ratings present stringent limits on permit vehicles allowed to use critical routes within the state, as well as to evaluate unusual designs such as state-of-the-art advanced polymer composite bridges. This paper presents ideas regarding the rating of bridges based on field test results. In doing so, a summary of results from a range of tested bridges, including slab-on-steel girder bridges, concrete slab bridges, and polymer composite bridges, is discussed. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bearing capacity KW - Bridge management systems KW - Bridges KW - Composite bridges KW - Concrete bridges KW - Delaware KW - Field tests KW - Girder bridges KW - Load ratings KW - Nondestructive tests UR - https://trid.trb.org/view/653338 ER - TY - CONF AN - 00793109 AU - Shenton, H W AU - Chajes, M J AU - Holloway, E S AU - Technomic Publishing Company, Incorporated TI - A SYSTEM FOR MONITORING LIVE LOAD STRAIN IN BRIDGES SN - 1566769493 PY - 2000 SP - p. 89-94 AB - An instrumentation system has been developed to measure peak live load strains in bridges due to site specific traffic, over extended periods of time. The system is small, lightweight, battery operated and rapidly deployable. As such, the system is suitable for use in routine bridge inspection and field evaluation. The system has been extensively tested in the laboratory and in field tests of a concrete slab on steel girder bridge. The monitoring system provides a unique statistical measure of the in-situ strain cycles in the bridge: the data collected can be used to conduct fatigue investigations, to determine accurate load ratings and can be used to alert engineers to possible structural damage. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Fatigue (Mechanics) KW - Field tests KW - Highway traffic KW - Inspection KW - Instrumentation KW - Live loads KW - Load ratings KW - Monitoring KW - Strain (Mechanics) KW - Structural damage UR - https://trid.trb.org/view/653334 ER - TY - CONF AN - 00793111 AU - CHEN, S-E AU - Petro, S AU - Venkatappa, S AU - Ramamoody, V AU - Moody, J AU - GangaRao, H AU - Culkin, A AU - Technomic Publishing Company, Incorporated TI - AUTOMATED FULL-SCALE LASER VIBRATION SENSING SYSTEM SN - 1566769493 PY - 2000 SP - p. 101-106 AB - In this paper, a conceptual system for automatic laser vibration sensing of Armored Vehicle Launched Bridges (AVLB) is reported. The AVLB is a folding scissors-type assault bridge, which is hydraulically operated and is designed to be light and flexible. Ensuring the mission capability of such bridges can be critical to military operations and safety of soldiers. Since these bridges are mobile, it is ideal to utilize automated systems to inspect these bridges. This paper describes the development of a conceptual inspection methodology and system concept for such application. The inspection is based on the interpretation of vibration parameters for damage detection. The automated laser sensing system is developed to acquire the data of the bridge under controlled vibration. This paper summarizes the research effort from the past three years on such a system at the West Virginia University. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Armored vehicles KW - Automated laser vibration sensing system KW - Automation KW - Detection and identification systems KW - Inspection KW - Lasers KW - Military bridges KW - Structural damage KW - Vibration UR - https://trid.trb.org/view/653336 ER - TY - CONF AN - 00793112 AU - Holt, J D AU - Slaughter, S H AU - Technomic Publishing Company, Incorporated TI - MISSISSIPPI'S APPROACH TO UNKNOWN BRIDGE FOUNDATIONS SN - 1566769493 PY - 2000 SP - p. 109-116 AB - Unknown bridge foundations are experiencing higher priority by state departments of transportation. Within this scope lies perhaps thousands of piles for which no driving records exist. To help resolve this problem, a technology based upon the mechanics of dispersive stress wave propagation was developed by the principals of FDH, Inc., for finding unknown timber pile lengths. Since its original development, the technology has been expanded to address the problem of unknown pile lengths for other materials as well. Recognizing that unknown foundations are a problem, the Mississippi Department of Transportation (MDOT) recently implemented an aggressive program to evaluate bridges statewide. A multiyear, unknown foundation investigation program was initiated with Mobile, Alabama based FDH-North America, L.L.C., with the Department of Civil Engineering at Mississippi State University as project administrator. Presented are the results from two timber pile bridges that were tested using FDH methods and the piles subsequently extracted by MDOT to verify the technology. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge foundations KW - Dispersive stress wave propagation KW - Length KW - Mississippi KW - Nondestructive tests KW - Piles (Supports) KW - Timber UR - https://trid.trb.org/view/653337 ER - TY - CONF AN - 00793114 AU - CHOWDHURY, M R AU - Technomic Publishing Company, Incorporated TI - A COMPARISON OF BRIDGE LOAD CAPACITY USING ACCELEROMETER AND STRAIN GAUGE DATA SN - 1566769493 PY - 2000 SP - p. 123-129 AB - This paper describes a load-test procedure using accelerometer response and compares the results with that obtained using the traditionally used strain-gage data. The load rating provides an approximate load capacity of a bridge based on the available capacity of a critical girder for a predefined loading path. The results indicate that the accelerometer can conveniently extract information of bridges irrespective of their material status. Application of the accelerometer to a cracked concrete girder is quite useful for bridge load rating. Accelerometer data also provide additional information to measure the vehicle-bridge dynamic interaction. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Accelerometers KW - Bearing capacity KW - Bridges KW - Girders KW - Load ratings KW - Load tests KW - Strain gages KW - Vehicle structure interaction UR - https://trid.trb.org/view/653339 ER - TY - CONF AN - 00793104 AU - Perkins, A D AU - Amrol, J J AU - Romero, F A AU - Roberts, R L AU - Technomic Publishing Company, Incorporated TI - DOT SPECIFICATION DEVELOPMENT BASED ON EVALUATION OF GROUND-PENETRATING RADAR SYSTEM PERFORMANCE IN MEASURING CONCRETE COVER (REINFORCEMENT DEPTH) ON NEW BRIDGE DECK CONSTRUCTION SN - 1566769493 PY - 2000 SP - p. 53-60 AB - Concrete cover, an important parameter affecting the protection of reinforcing steel in a structure, allows the alkaline nature of cement to act as a barrier to the corrosion process. New Hampshire Department of Transportation (NHDOT) designed a method to investigate the effectiveness of a high-resolution, ground-coupled Ground Penetrating Radar (GPR) system for accurately measuring concrete cover depth, which helps assess the quality of new bridge deck construction. Based on the results of its one-year evaluation, NHDOT modified its quality control/quality assurance (QC/QA) specifications to require bridge deck cover measurement using this new technology on all new construction. Contractor pay factor associated with deck cover measurements is determined by GPR measurement results. One GPR profile is collected in each lane for all sections of the bridge deck. A compact 1.5 GHz ground-coupled sensor (antenna), controlled by a data acquisition unit, collects radar scans at 0.33 in. (8.38 mm) intervals along each profile. Raw data are transferred to a laptop and quickly reviewed to select a single calibration hole location. A core is drilled to the top of the bar and its depth is measured relative to the concrete surface. The bar location and depth is entered into the data processing software program. Now calibrated, the software automatically determines individual bar depth, mean cover depth, and standard deviation of all bar depths within the scan path. These values are output to an ASCII file for reporting. Initial comparisons of GPR and pachometer (hand-held rebar depth indicator) measurements over a series of newly constructed decks determined accuracy and repeatability of each technology. Verification holes drilled into the deck (ground-truth measurements) were used for reference. Both technologies were also spot-checked to compare for measurement repeatability. Based on initial evaluation of a handful of bridge decks, NHDOT decided to continue investigating the new GPR tool. Afterward, NHDOT modified its QC/QA cover specification, replacing pachometer measurement of deck concrete cover with GPR. Temporary, then permanent, phase-in of the revised NHDOT specification for QC/QA cover allowed contractors time to adjust to this new technology. Given NHDOT's positive results with GPR, other DOTs have decided to evaluate its potential. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Accuracy KW - Bridge decks KW - Construction KW - Depth KW - Ground penetrating radar KW - New Hampshire KW - Payment KW - Quality assurance KW - Quality control KW - Reinforcing bars KW - Repeatability KW - Specifications UR - https://trid.trb.org/view/653329 ER - TY - CONF AN - 00793105 AU - Scott, M AU - DAVIDSON, N AU - Duke, J C AU - Moore, M AU - Washer, G AU - Weyers, R AU - Technomic Publishing Company, Incorporated TI - EVALUATING THE PERES GROUND PENETRATING RADAR SYSTEM FOR BRIDGE DECK INSPECTION USING IMAGE PROCESSING AND PATTERN RECOGNITION DATA ANALYSIS SN - 1566769493 PY - 2000 SP - p. 61-66 AB - There are currently 367,950 bridges in service in the United States that incorporate concrete bridge decks into their design. The deterioration of these concrete decks can be more rapid than any other major bridge component. Deterioration is primarily caused by corrosion-induced concrete cracking, that can lead to delaminations. Tools for detecting delaminations have had undesirable limitations in the past. This has prompted the Federal Highway Administration (FHWA) to sponsor Lawrence Livermore National Laboratory (LLNL) to develop two new prototype ground penetrating radar (GPR) systems for bridge deck analysis. One of these systems, called PERES (Precision Electromagnetic Roadway Evaluation System), is being evaluated for its performance in detecting delaminations for this study. PERES consists of a robotic cart and a single radar antenna that is rastered over the bridge deck surface while data are collected. In conjunction with the evaluation of PERES, image processing and pattern recognition algorithms have been applied to PERES data to determine their effectiveness in automating the identification of internal cracking and construction details. The potential for applying these algorithms to data obtained from a second prototype GPR system, called HERMES (High-speed Electromagnetic Roadway Measurement and Evaluation System), is being considered due to its high speed data acquisition capabilities. This ongoing research is directed toward developing these nondestructive evaluation technologies into practical tools that provide information on the condition of the nation's bridges. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Algorithms KW - Bridge decks KW - Condition surveys KW - Data collection KW - Delamination KW - Deterioration KW - Ground penetrating radar KW - Image processing KW - Inspection KW - Nondestructive tests KW - Pattern recognition systems KW - Performance evaluations KW - Prototypes KW - Speed UR - https://trid.trb.org/view/653330 ER - TY - CONF AN - 00793108 AU - Finno, R J AU - Chao, H-C AU - Technomic Publishing Company, Incorporated TI - NONDESTRUCTIVE EVALUATION OF SELECTED DRILLED SHAFTS AT THE CENTRAL ARTERY/TUNNEL PROJECT SN - 1566769493 PY - 2000 SP - p. 81-86 AB - Impulse response tests were conducted on 3- and 8-ft (0.9- and 2.4-m) diameter drilled shafts used for support of bridge piers at the Central Artery/Tunnel Project in Boston. Shaft length-to-diameter ratios varied from 12 to 34. This paper describes the testing procedures and data reduction techniques, summarizes the results of the nondestructive testing, and evaluates the capabilities of the method. Results of the tests indicated the propagation velocities based on the impulse response tests were comparable to that of "good" quality concrete and the mobilities were within the range of those expected for shafts constructed with the design diameters of each shaft. However, the portions of the shaft embedded in rock were not sensed significantly by the induced stress waves. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Central Artery/Tunnel Project KW - Data reduction KW - Diameter KW - Drilled shafts KW - Impulse tests KW - Nondestructive tests KW - Piles (Supports) KW - Test procedures UR - https://trid.trb.org/view/653333 ER - TY - CONF AN - 00793101 AU - Maser, K AU - Bernhardt, M AU - Technomic Publishing Company, Incorporated TI - STATEWIDE BRIDGE DECK SURVEY USING GROUND PENETRATING RADAR SN - 1566769493 PY - 2000 SP - p. 31-37 AB - The Arizona Department of Transportation (ADOT) implemented a statewide bridge deck Ground Penetrating Radar (GPR) survey of 134 bridges. The deck component of this inspection was carried out using GPR, coupled with coring, half-cell corrosion potential tests, and chloride sampling. The GPR survey provided the first round of data, producing maps for each deck showing potential areas of concrete deterioration and depth of reinforcement. These maps were then used by field inspection crews to locate the subsequent tests, and to determine sample depths for chloride testing. The GPR field data were collected at normal driving speed without lane closures or interference to traffic. The total data collection effort for the 134 bridge decks, including mobilization throughout the state, consumed 32 field days. Data analysis was carried out at a rate of 15 bridges per week, so that the GPR maps were available for the field crews in time for their work. The project provided ADOT with 100% coverage data on deck condition and depth of rebar on over 1.5 million sq ft (139,350 sq m) of bridge, at considerably less cost than alternative methods. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Arizona KW - Bridge decks KW - Condition surveys KW - Contour maps KW - Cost effectiveness KW - Depth KW - Deterioration KW - Ground penetrating radar KW - Inspection KW - Reinforcing bars UR - https://trid.trb.org/view/653326 ER - TY - CONF AN - 00793097 AU - Baker, D V AU - CHEN, S-E AU - Leontopoulos, A AU - Technomic Publishing Company, Incorporated TI - VISUAL INSPECTION ENHANCEMENT VIA VIRTUAL REALITY SN - 1566769493 PY - 2000 SP - p. 3-8 AB - Stereo-graphic viewing through Virtual Reality (VR) is proposed as an enhancement technique for visual inspection of structures. By immersing the inspector into a VR environment, 3-D images of defects on structural components can be viewed without losing any depth-related information. This visual enhancement can be implemented with automated imaging to remotely capture real-time images of the bridge components, and transmit to the Virtual Environment lab for viewing and data analysis. This paper presents the preliminary study and discusses the potential application of this technique. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Inspection KW - Remote sensing KW - Stereographic projection KW - Three dimensional displays KW - Virtual reality UR - https://trid.trb.org/view/653322 ER - TY - CONF AN - 00793100 AU - Romero, F A AU - Roberts, G E AU - Roberts, R L AU - Technomic Publishing Company, Incorporated TI - EVALUATION OF GPR BRIDGE DECK SURVEY RESULTS USED FOR DELINEATION OF REMOVAL/MAINTENANCE QUANTITY BOUNDARIES ON ASPHALT-OVERLAID, REINFORCED CONCRETE DECK SN - 1566769493 PY - 2000 SP - p. 23-30 AB - Ground Penetrating Radar (GPR) was used to delineate deteriorated sections in a bridge deck located in New Hampshire. Recent developments in GPR technology provided high resolution images of the bridge deck structure that were used to create contour maps detailing different levels of deterioration. Because this was the first time this particular GPR method was used as a maintenance-level tool, and the decision database associated with the emerging technology was small, the appropriate contour level to use for concrete replacement was difficult to assess at the time by either Geophysical Survey Systems, Inc. (GSSI) or the New Hampshire Department of Transportation (NHDOT). The GPR interpretation suggested a contour level on the map that yielded a total concrete replacement area that exceeded the threshold for a cut-and-patch approach to rehabilitation. NHDOT decided to rehabilitate the deck within a tighter contour level, resulting in less initial concrete removal. This decision was based on a number of factors, including available project funding and the required life expectancy of the structure. If the initial rehabilitation-threshold contour level had been used instead, the entire deck surface would have been removed to at least the upper rebar level, then topped with new concrete and an asphalt overlay. As the asphalt was stripped in preparation for final overlay, it became evident that a significant amount of deterioration on the deck remained. Consequently, additional repair was required. A comparison/contrast between (a) the actual maintenance costs incurred on the project and (b) the originally estimated costs for completing the project could therefore be shown. This advanced GPR technique has been used effectively and accurately to guide the decisions for removal of deteriorated concrete prior to repair. With further refinements in methodology already addressed through discussions between NHDOT and GSSI, its judicious use can save a significant amount of money when decisions between various maintenance regimes must be made. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridge decks KW - Condition surveys KW - Contour maps KW - Cost effectiveness KW - Decision making KW - Deterioration KW - Ground penetrating radar KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/653325 ER - TY - CONF AN - 00793102 AU - Fish, P AU - Technomic Publishing Company, Incorporated TI - INSPECTION OF ANCILLARY STRUCTURES, A PUBLIC SAFETY RESPONSIBILITY SN - 1566769493 PY - 2000 SP - p. 38-43 AB - The purpose of this paper is to generate discussion about the critical need to develop policy and inspect ancillary structures on a transportation system. Ancillary structures are an integral part of the transportation system for Wisconsin Department of Transportation. The advent of a majority of structures of this type started with the construction of the interstate highway system in the late 1950s and 1960s. Structures of this type continue to be built today. A considerable amount of the original structures are still in service reaching approximately 40 years of service life. The National Bridge Inspection Standards (NBIS) established by the Federal Highway Administration (FHWA) in the early 1960s does not mandate inspection of ancillary structures. NBIS requires that only bridges or culverts 20 ft (6.1 m) or greater in length shall be inspected once every two years and a report submitted to the FHWA. There are a numerous amount of structures on the Wisconsin Department of Transportation system that do not require mandated inspection as required by the FHWA. This is a concern for the department, because failure could cause injury or death to the traveling public. Ancillary structures can include several different types of structures including: bridges less than 20 ft (6.1 m) in length; culverts less than 20 ft (6.1 m) in length; overhead sign structures; cantilever sign structures; breakaway sign supports; high mast light poles; standard light poles; traffic signal supports; retaining walls; and noise barriers. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Ancillary structures KW - Breakaway supports KW - High mast lighting KW - Highway safety KW - Inspection KW - Noise barriers KW - Overhead traffic signs KW - Poles (Supports) KW - Policy KW - Retaining walls KW - Sign supports KW - Wisconsin UR - https://trid.trb.org/view/653327 ER - TY - CONF AN - 00793096 AU - Technomic Publishing Company, Incorporated TI - STRUCTURAL MATERIALS TECHNOLOGY IV - AN NDT CONFERENCE, ATLANTIC CITY, NEW JERSEY, FEBRUARY 28 - MARCH 3, 2000 SN - 1566769493 PY - 2000 SP - 456p AB - The fourth Structural Materials Technology NDT Conference was held in Atlantic City, New Jersey, with over sixty speakers presenting on a wide variety of topics. The goal of this conference was to inform engineers and researchers of the new nondestructive testing/nondestructive evaluation (NDT/NDE) technologies and techniques available for use in transportation construction. The use of alternative materials is challenging NDT/NDE professionals to develop new methods or modify existing techniques to address quality control, quality assurance, and long-term monitoring of structures built or strengthened with these materials. One such alternative is fiber-reinforced polymer (FRP) products. This conference included papers on this topic and a panel discussion that focused on the future of NDT/NDE technologies for structures built or rehabilitated with FRP composites. These proceedings contain the 62 papers that were presented at the conference, arranged according to session number. An author index is included. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Composite materials KW - Conferences KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Highway bridges KW - Monitoring KW - Nondestructive tests KW - Pavements KW - Quality assurance KW - Quality control KW - Railroad bridges KW - Structural materials KW - Technological innovations KW - Technology KW - Test procedures KW - Tunnels UR - https://trid.trb.org/view/653321 ER - TY - CONF AN - 00793098 AU - Hopwood, T AU - Technomic Publishing Company, Incorporated TI - CREATION OF A REGIONAL WORKING GROUP TO ADDRESS BRIDGE MAINTENANCE AND INSPECTION SN - 1566769493 PY - 2000 SP - p. 9-13 AB - State highway agencies are under increasing duress to address growing bridge maintenance and inspection needs with minimal, if not inadequate, funds. While those agencies are now more receptive to innovative practices and technology, they rarely formally interchange information to: determine which agencies employ the "best practices", discuss common problems or identify innovations worth adopting on a routine basis. Highway agency professionals are under time and financial constraints that limit opportunities to attend national meetings where valuable interchange of ideas could occur. Historically, national meetings have not proven to be ideal forums for technological innovation or information exchange by highway agencies. The Kentucky Transportation Center (KTC) at the University of Kentucky proposed a plan to create a new forum in which state highway agency (SHA) personnel could meet informally to mutually discuss common issues and problems. The plan was formalized under a grant from the Northwestern University Infrastructure Technology Institute (ITI), allowing KTC researchers to create such a forum in the Midwest Bridge Maintenance and Inspection (BMI) Working Group. The Working Group was formed in 1996 to promote technical information interchange on bridge maintenance and inspection issues between five state highway agencies. The participating SHAs are the Kentucky Transportation Cabinet, the Illinois Department of Transportation (DOT), the Indiana DOT, the Ohio DOT and the Wisconsin DOT. Representatives from the primary research universities serving those SHAs (University of Kentucky, University of Illinois, Purdue University, University of Cincinnati and the University of Wisconsin-Milwaukee) have participated in the Working Group as well as Northwestern University/ITI researchers working on ITI-funded projects. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Illinois KW - Indiana KW - Information exchange KW - Inspection KW - Kentucky KW - Maintenance KW - Ohio KW - Regional working group KW - State departments of transportation KW - Technological innovations KW - Wisconsin UR - https://trid.trb.org/view/653323 ER - TY - CONF AN - 00793099 AU - Phares, B M AU - Rolander, D D AU - Graybeal, B A AU - Washer, G A AU - Moore, M AU - Technomic Publishing Company, Incorporated TI - VISUAL INSPECTION RELIABILITY STUDY SN - 1566769493 PY - 2000 SP - p. 14-19 AB - The Visual Inspection method is by far the predominant nondestructive evaluation (NDE) technique used in bridge inspections and serves as the baseline by which many other NDE technologies and methods can be compared. However, since inception of the National Bridge Inspection Standards in 1971, which mandated regular and periodic bridge inspections, a complete study of the reliability of the Visual Inspection method for bridge inspections has not been undertaken. Given this fact and understanding that the Visual Inspection method has limitations that affect its reliability, a comprehensive study to quantify the reliability of the Visual Inspection method as it is currently practiced was initiated. The experimental program consisted of having a representative sample of practicing bridge inspectors complete a battery of pre-defined inspection tasks using the resources of the Federal Highway Administration's NDE Validation Center. Quantifiable information regarding the inspection environment was collected in order to study the influence of environment on Visual Inspection reliability. Additionally, extensive information was collected about the inspector's physical and psychological characteristics allowing the influence of those characteristics upon Visual Inspection reliability to be assessed. U1 - Structural Materials Technology IV - An NDT ConferenceNew York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration.Atlantic City, New Jersey StartDate:20000228 EndDate:20000303 Sponsors:New York State Department of Transportation; New Jersey Department of Transportation; and Federal Highway Administration. KW - Bridges KW - Human characteristics KW - Inspection KW - Inspectors KW - Nondestructive tests KW - Physical fitness KW - Psychological aspects KW - Reliability UR - https://trid.trb.org/view/653324 ER - TY - CONF AN - 00789742 JO - Transportation Research Record PB - Transportation Research Board AU - Malik, A H AU - Transportation Research Board TI - SEISMIC HAZARD STUDY FOR NEW YORK CITY AREA BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 224-228 AB - In the early 1990s, site-specific studies were conducted to evaluate the seismic hazard for four New York City area transportation construction projects. The rock motions developed as a result of the four independent site-specific studies reflected wide disparities in the ground motions for the city area. An expert panel was assigned the task of developing rock motions for the New York City area that can be applied uniformly for the design of new structures and retrofitting of existing structures. Summarized are the findings and the resulting changes to the New York State Department of Transportation requirement for evaluating ground motions in the city area, namely, importance classification, performance criteria, two-level seismic hazards, and site amplification factors. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Earthquake resistant design KW - Hazard analysis KW - New York (New York) KW - Retrofitting KW - Seismicity UR - http://dx.doi.org/10.3141/1696-67 UR - https://trid.trb.org/view/651245 ER - TY - CONF AN - 00789738 JO - Transportation Research Record PB - Transportation Research Board AU - Roberts, J E AU - Shepard, R AU - Transportation Research Board TI - BRIDGE MANAGEMENT FOR THE 21ST CENTURY SN - 0309071224 PY - 2000 IS - 1696 SP - p. 197-203 AB - Bridge management has been a subject of intense interest and development for the past 10 years. In support of improved bridge management, the Federal Highway Administration (FHWA) funded the development of the Pontis bridge computer program, which is now in use by approximately 40 of the 50 states. In addition, many new guide specifications have been produced to assist bridge managers in their efforts to better manage the nation's aging bridge inventory. The American Association of State Highway and Transportation Officials (AASHTO) Subcommittee on Bridges and Structures has taken the lead along with FHWA in implementing the improved bridge management systems. California and a few other states have been critical of the current ranking system for bridge maintenance and have been working to develop an improved performance measure. The bridge health index (HI), an improved and more comprehensive numerical rating system that uses the element inspection data to determine the remaining asset value of a bridge or network of bridges, is discussed. The HI is more consistent with the element-level evaluation data collected and reported in the Pontis program. Examples of the application of the HI are included. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - American Association of State Highway and Transportation Officials KW - Bridge health index KW - Bridge management systems KW - Bridge rating KW - California KW - Maintenance management KW - Pontis (Computer program) KW - U.S. Federal Highway Administration UR - http://dx.doi.org/10.3141/1696-63 UR - https://trid.trb.org/view/651241 ER - TY - CONF AN - 00789739 JO - Transportation Research Record PB - Transportation Research Board AU - Lagasse, P F AU - Richardson, E V AU - Zevenbergen, L W AU - Transportation Research Board TI - COMPREHENSIVE BRIDGE SCOUR EVALUATION METHODOLOGY SN - 0309071224 PY - 2000 IS - 1696 SP - p. 204-208 AB - In the United States, bridge scour technology is discussed primarily in three Federal Highway Administration (FHWA) publications: "Hydraulic Engineering Circular (HEC) 18: Evaluating Scour at Bridges"; "HEC-20: Stream Stability at Highway Structures"; and "HEC-23: Bridge Scour and Stream Instability Countermeasures." Together, these documents provide guidance to state highway agencies that is necessary for completing comprehensive scour and stream instability evaluations for the design of new bridges and for repairing existing bridges. Experience has shown that the relationships among the three documents are not always readily apparent, and some scour evaluations have relied primarily on HEC-18. A comprehensive flowchart that illustrates the interrelationship among the three FHWA scour-related documents has been developed. In addition, in 1998, FHWA, the Transportation Research Board (TRB), and the American Association of State Highway and Transportation Officials (AASHTO) sponsored a scanning review of European practice for bridge scour and stream instability countermeasures. In 1999, the American Society of Civil Engineers (ASCE) published a compendium of papers on stream stability and scour at highway bridges, and FHWA prepared an annotated bibliography to support revisions to the three HECs. It is anticipated that the flowchart and the substantial information from the scanning review, the compendium, and the annotated bibliography will be included in the next revisions to HEC-18, HEC-20, and HEC-23. On the basis of information from these sources, a comprehensive approach to bridge scour and stream instability evaluations is outlined, and an overview of planned revisions to the three FHWA HECs is provided. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Countermeasures KW - Evaluation KW - Guidelines KW - Highway bridges KW - Reports KW - Revisions KW - Scour KW - Stream stability KW - Streams KW - Study tours UR - http://dx.doi.org/10.3141/1696-64 UR - https://trid.trb.org/view/651242 ER - TY - CONF AN - 00789746 JO - Transportation Research Record PB - Transportation Research Board AU - Eisenhauer, N O AU - Rossbach, B AU - Transportation Research Board TI - TESTING THE EFFECTIVENESS OF SCOUR COUNTERMEASURES BY PHYSICAL MODELING SN - 0309071224 PY - 2000 IS - 1696 SP - p. 251-257 AB - The physical modeling of the scouring process at bridge piers is a proven method to obtain information about the size of the scour and the flow velocities that generate the scour. On the basis of this information, appropriate countermeasures can be designed. The advantage of the physical model is its application to all, even the most complex, pier geometries. Because approach flow is uniform in most cases, physical model tests can be carried out in a hydraulic flume, a method that gives fast and reliable results. The Federal Waterways and Engineering Institute (Bundesanstalt fur Wasserbau) in Karlsruhe, Germany, conducted such model tests using piers of a new bridge over the Rhine River between the cities of Mannheim and Ludwigshafen. Shortly after sheet piles were driven into the riverbed as a formwork for the lower part of the pier, severe scouring of the riverbed occurred. Consequently, the stability of the sheet pile formwork was endangered. The ad hoc countermeasure of placing riprap into the scour did not stop local scouring. An additional cover layer of coarser stones was placed on top of the previous layer, stopping the erosion process at mean flow. Model tests were conducted to estimate the durability and stability of the ad hoc countermeasure for flood events. The tests proved that the riprap was stable, even at flood events, and that the scour had shifted away from the pier to the joint between the riprap and the original riverbed. A flood event with a peak of 3 days above the tested flood water level occurred in March 1999. No negative effects on the riprap have been observed until now. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Case studies KW - Countermeasures KW - Durability KW - Erosion control KW - Floods KW - Flumes KW - Germany KW - Riprap KW - Scale models KW - Scour KW - Stability (Mechanics) UR - http://dx.doi.org/10.3141/1696-71 UR - https://trid.trb.org/view/651249 ER - TY - CONF AN - 00789745 JO - Transportation Research Record PB - Transportation Research Board AU - Heibaum, M H AU - Transportation Research Board TI - SCOUR COUNTERMEASURES USING GEOSYNTHETICS AND PARTIALLY GROUTED RIPRAP SN - 0309071224 PY - 2000 IS - 1696 SP - p. 244-250 AB - The main requirement of any scour countermeasure or scour protection measure is to prevent erosion, so a top layer has to be built that is sufficiently resistant against the hydrodynamic loads and that protects the subsoil. Single elements have to be large enough to withstand the scouring forces and require an appropriate layer thickness. Smaller, mutually connected elements allow for a moderate layer thickness but provide the same resistance. To avoid excess water pressures below the top layer, permeable systems are recommended. A very reliable system is partially grouted riprap, which meets all the requirements of strength, flexibility, and permeability. Permeable systems need a well-designed filter. Placement of a grain filter or a geotextile filter is complicated by the current, so special equipment is needed. In mild currents a "sandmat" (a sandfilled nonwoven geotextile) can be used. In stronger currents use of geosynthetic geocontainers is proposed to achieve both a high resistance against the current and a well-performing filter. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Countermeasures KW - Erosion control KW - Filters KW - Geocontainers KW - Geosynthetics KW - Geotextiles KW - Nonwoven textiles KW - Permeability KW - Riprap KW - River currents KW - Scour UR - http://dx.doi.org/10.3141/1696-70 UR - https://trid.trb.org/view/651248 ER - TY - CONF AN - 00789741 JO - Transportation Research Record PB - Transportation Research Board AU - Moreton, A J AU - Wolek, A L AU - Hoffman, G G AU - Goni, J J AU - Rodriguez, J M AU - Transportation Research Board TI - PERFORMANCE OF PRECAST SEGMENTAL STRUCTURES WITH EXTERNAL TENDONS UNDER MODERATE SEISMIC CONDITIONS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 216-223 AB - The 1998 draft of the American Association of State Highway and Transportation Officials (AASHTO) "Guide Specifications for Segmental Bridges" restricts the use of external posttensioning tendons in regions of severe seismic activity, Seismic Performance Category (SPC) C and SPC D, by requiring that at least 50% of the tendons be internal to the concrete. This requirement has also been applied to selected projects in SPC B designed before or during the development of the 1998 draft. A case study is presented that substantiates the use of purely externally posttensioned structures in SPC B and indicates that the requirement may not even be necessary for SPCs C and D. The case study concerns a project in which precast segmental superstructures carry a light-rail access system to the John F. Kennedy International Airport in New York. Two different precast segmental superstructures with external tendons are modeled using a multimode spectral analysis. The goal is to determine the stress levels under the worst possible seismic conditions for SPC B and, in particular, to establish whether the joints would open or crack and the external tendons would suffer any distress. For both models, results show conclusively that the forces, moments, and stresses in the superstructure are less severe than under normal service level loads. Thus, there is no risk of cracking or opening of joints, and the external tendons experience no increase in stress over their normal service conditions. In addition, research shows that there is no significant difference in behavior between external and internal tendons for loads within ultimate conditions. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge superstructures KW - Bridges KW - Case studies KW - Earthquake resistant structures KW - Elevated guideways KW - External tendons KW - Force KW - Internal tendons KW - Moments (Mechanics) KW - Segmental construction KW - Specifications KW - Stresses KW - Structural design KW - Tendons (Materials) UR - http://dx.doi.org/10.3141/1696-66 UR - https://trid.trb.org/view/651244 ER - TY - CONF AN - 00789743 JO - Transportation Research Record PB - Transportation Research Board AU - Pearson, D R AU - Jones, J S AU - Stein, S M AU - Transportation Research Board TI - RISK-BASED DESIGN OF BRIDGE SCOUR COUNTERMEASURES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 229-235 AB - HYRISK was originally developed to prioritize bridges with unknown foundations to determine where to spend limited resources to investigate those bridges. It was later modified to prioritize bridges of any type for scour evaluations where there are limited resources for the evaluations each year. The model is based on information that can be read from the National Bridge Inventory and accounts for average daily traffic, detour lengths, value of lost time, risks associated with scour at various types of foundations, bridge condition, bridge geometry, and bridge age. The model can readily be modified for use as a decision tool to select various levels of countermeasures for a bridge that has already been evaluated and determined to be scour critical for some probability flood event. For that application, the model can use the determined probability of failure and does not need to rely on the assumed risks for various foundation types. The model will need to account for risk of loss of life on the basis of recent experience. The bridge owner will provide information on the expected life of the bridge and the costs of various levels of protection. The model will determine the optimum level of protection for the bridge and the maximum expenditures that should be accepted to increase the level of protection. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Countermeasures KW - Decision making KW - Failure KW - Hyrisk (Computer program) KW - Materials and structures protection KW - National Bridge Inventory KW - Probability KW - Risk assessment KW - Scour UR - http://dx.doi.org/10.3141/1696-68 UR - https://trid.trb.org/view/651246 ER - TY - CONF AN - 00789744 JO - Transportation Research Record PB - Transportation Research Board AU - Bryson, D W AU - Ghere, D G AU - Hulbert, W H AU - Transportation Research Board TI - EUROPEAN PRACTICE FOR BRIDGE SCOUR AND STREAM INSTABILITY COUNTERMEASURES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 236-243 AB - The Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials, and the Transportation Research Board sponsored a scanning review of European practice for bridge scour and stream instability countermeasures in October 1998. The review involved a panel of representatives from six state highway agencies (California, Illinois, Maryland, Minnesota, Oregon, and South Carolina), FHWA, two universities, and the private sector. The review included visits to hydraulic research laboratories, highway research institutes, and field sites in four countries - Switzerland, Germany, the Netherlands, and the United Kingdom. Findings during the scanning review can be classified as general observations and observations of specific countermeasures. General observations of European practice include design philosophy, risk analysis, environmental policy, river geomorphology, scour prediction, modeling, and inspection and monitoring. Observations of specific countermeasures include riprap design and construction, filter design and construction, river-training structures, riverbed degradation countermeasures, bioengineering, and flow-altering devices. These observations are contrasted with U.S. practice. The panel's recommendations for modifying U.S. practice on the basis of the European experience and findings that deserve further evaluation are also presented. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bioengineering KW - Bridges KW - Countermeasures KW - Environmental policy KW - Filters KW - Flow-altering devices KW - Geomorphology KW - Germany KW - Inspection KW - Mathematical models KW - Mathematical prediction KW - Monitoring KW - Netherlands KW - Recommendations KW - Riprap KW - Risk analysis KW - River-training structures KW - Rivers KW - Scour KW - Stream stability KW - Structural design KW - Study tours KW - Switzerland KW - United Kingdom UR - http://dx.doi.org/10.3141/1696-69 UR - https://trid.trb.org/view/651247 ER - TY - CONF AN - 00789740 JO - Transportation Research Record PB - Transportation Research Board AU - Friedland, I M AU - Mayes, R L AU - Yen, W P AU - O'Fallon, J AU - Transportation Research Board TI - HIGHWAY BRIDGE SEISMIC DESIGN: HOW CURRENT RESEARCH MAY AFFECT FUTURE DESIGN PRACTICE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 209-215 AB - Under several contracts sponsored by the Federal Highway Administration, the Multidisciplinary Center for Earthquake Engineering Research has been conducting a research program on highway structure seismic design and construction. Among its objectives, the program studies the seismic vulnerability of highway bridges, tunnels, and retaining structures and develops information that could be used, in the case of bridges, to revise current national design specifications. A specific requirement of the program is to have research results independently reviewed and assessed to determine the impact they may have on future seismic design specifications for highway structures. Some of the important results of the research that has been conducted under the program are summarized, and issues that resulted from this impact assessment about expected changes in future seismic design practice of highway bridges are discussed. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Earthquake resistant design KW - Highway bridges KW - Research KW - Seismic vulnerability KW - Specifications KW - Structural design UR - http://dx.doi.org/10.3141/1696-65 UR - https://trid.trb.org/view/651243 ER - TY - CONF AN - 00789736 JO - Transportation Research Record PB - Transportation Research Board AU - Duggar, C F AU - Corven, J A AU - Transportation Research Board TI - DESIGN OF THE CROSS FLORIDA GREENWAY LAND BRIDGE OVER I-75 USING PRECAST FLORIDA U-BEAMS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 188-192 AB - The Cross Florida Greenway is a multiuse trail that bisects the central region of Florida, an area that was originally set aside for the Cross Florida Barge Canal. After Congress deauthorized the barge canal, the Cross Florida Greenway State Recreational Area was created, and the canal property was turned over to the state. Interstate 75 interrupts the Cross Florida Greenway in Marion County in a north-to-south direction for a distance of about 1829 m (6,000 ft) along the I-75 centerline. No bridges or underpass structures currently exist that connect both sides of the Greenway. Through several years of study, the Florida Department of Transportation and the Florida Department of Environmental Protection developed a land bridge concept for traversing the I-75 right-of-way while continuing the Greenway characteristics across the bridge. The land bridge concept is used internationally and is conducive to wildlife usage. The structure will be 16 m (52.5 ft) wide. It will provide a stabilized section along the center portion of the bridge for bicyclists, pedestrians, and equestrians, as well as earthen berms to support plantings along the outside edges of the structure. The key unique structural elements of the bridge, which is the first precast U-beam superstructure to be constructed in the state, include use of open triangular-shaped median piers, integral abutments, and geosynthetic-reinforced, vegetated approach slopes. The project is expected to attract national and international attention because it may be the first of its kind in the United States and because of its location along the heavily traveled I-75. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Berms KW - Bicycle facilities KW - Bridge approaches KW - Bridge piers KW - Bridge superstructures KW - Cross Florida Greenway KW - Earth KW - Environmental protection KW - Florida KW - Geosynthetics KW - Horses KW - Integral abutments KW - Land bridge KW - Pedestrian areas KW - Plants KW - Precast concrete KW - Recreation KW - Slopes KW - U beams KW - Vegetation KW - Wildlife UR - http://dx.doi.org/10.3141/1696-61 UR - https://trid.trb.org/view/651239 ER - TY - CONF AN - 00789722 JO - Transportation Research Record PB - Transportation Research Board AU - Kawatani, M AU - Kobayashi, Y AU - Kawaki, H AU - Transportation Research Board TI - INFLUENCE OF ELASTOMERIC BEARINGS ON TRAFFIC-INDUCED VIBRATION OF HIGHWAY BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 76-82 AB - Elastomeric bearings (rubber bearings) have been used in highway pseudo-continuous bridges without joints changed from simple girders to reduce the environmental influence of traffic-induced vibration. In addition, elastomeric bearings have been adopted in simple girder bridges for base isolation systems of earthquakeproof structures. Three-dimensional analysis of dynamic response of bridges under moving vehicles is carried out to examine the change of dynamic response in bridges caused by replacing steel bearings with elastomeric bearings. Analytical results are compared with experimental results in urban highway bridges. It is not shown clearly in experiments that natural frequencies are changed slightly in analysis by replacing steel with elastomeric bearings. Although vertical displacements of main girders at the span center do not almost change between steel and elastomeric bearings, horizontal displacement in the bridge axis direction becomes larger with elastomeric bearings. For the evaluation of the experimental acceleration of the ground motion, the dynamic reaction force is analyzed and the dynamic influence is investigated. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Base isolation KW - Bridge bearings KW - Dynamic structural analysis KW - Earthquake resistant design KW - Elastomers KW - Girder bridges KW - Highway bridges KW - Horizontal displacement (Structures) KW - Seismicity KW - Three dimensional analysis KW - Traffic KW - Vertical displacement (Structures) KW - Vibration UR - http://dx.doi.org/10.3141/1696-47 UR - https://trid.trb.org/view/651225 ER - TY - CONF AN - 00789723 JO - Transportation Research Record PB - Transportation Research Board AU - Chajes, M J AU - Shenton, H W AU - O'Shea, D AU - Transportation Research Board TI - BRIDGE-CONDITION ASSESSMENT AND LOAD RATING USING NONDESTRUCTIVE EVALUATION METHODS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 83-91 AB - In most cases, bridge condition assessment is made according to visual inspections, and bridge load ratings are determined with fairly simple analytical methods and without site-specific, live-load, bridge-response data. As a result, estimates of bridge load-carrying capacity are often quite conservative. The increased weight of today's trucks compared with design loads that are used for older bridges, combined with the continued aging and deterioration of our nation's bridges, has resulted in a significant number of them being classified as structurally deficient. Reliable condition assessments are essential to ensure the safety of the traveling public. Furthermore, because load-carrying capacity is often used to prioritize bridges for repair, rehabilitation, and replacement, and because funds for these actions are limited, it is more important than ever that these estimates be as accurate as possible. To achieve this goal, researchers at the University of Delaware have been working with engineers at the Delaware Department of Transportation to develop methods for improving the accuracy of bridge-capacity evaluation through use of nondestructive evaluation techniques. Among the methods currently used are diagnostic load testing and in-service monitoring. These methods are described, and a detailed case study that illustrates the applied methodologies is discussed. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Accuracy KW - Bearing capacity KW - Bridges KW - Case studies KW - Condition surveys KW - Deficiencies KW - Deterioration KW - Diagnostic tests KW - Inspection KW - Load ratings KW - Load tests KW - Monitoring KW - Nondestructive tests KW - Rehabilitation (Maintenance) KW - Safety KW - Strategic planning UR - http://dx.doi.org/10.3141/1696-48 UR - https://trid.trb.org/view/651226 ER - TY - CONF AN - 00789726 JO - Transportation Research Record PB - Transportation Research Board AU - Sanli, A K AU - Uzgider, E A AU - Caglayan, O B AU - Ozakgul, K AU - Bien, J AU - Transportation Research Board TI - TESTING BRIDGES BY USING TILTMETER MEASUREMENTS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 111-117 AB - An efficient numerical procedure based on the cubic spline technique is developed to obtain the vertical displacements of the bridge deck using the slope values measured at selected points under the test loading. Most static load tests of bridges are performed to evaluate the stiffness characteristics of bridge structures or to check the accuracy of their computer models. From this standpoint, vertical displacements of the bridge under certain loads have a crucial importance. However, if the bridge is over a river, a lake, muddy ground, or a major highway, conventional displacement transducers cannot be used appropriately for this purpose. Furthermore, strong wind and the bridge's height badly affect the accuracy of the transducers. Another way to obtain bridge deflections is to use an indirect method. Tiltmeters, which have been increasingly used for construction monitoring and structural testing of bridges, are suitable devices in terms of indirect deflection measurements because of their characteristics such as high sensitivity, easy installation, and small electrical drift. The testing and evaluation procedure developed was applied on a real bridge, and the results indicated that this method could be applied to obtain vertical displacements of bridges as an alternative to the use of conventional displacement transducers. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge decks KW - Bridges KW - Deflection KW - Testing KW - Tiltmeters KW - Vertical displacements UR - http://dx.doi.org/10.3141/1696-51 UR - https://trid.trb.org/view/651229 ER - TY - CONF AN - 00789733 JO - Transportation Research Record PB - Transportation Research Board AU - Goodrich, B L AU - Puckett, J A AU - Transportation Research Board TI - SIMPLIFIED LOAD DISTRIBUTION FOR VEHICLES WITH NONSTANDARD AXLE GAUGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 158-170 AB - Several simplified methods have been developed to determine the live-load distribution factors for overweight vehicles on slab-on-girder bridges; however, these methods were developed for vehicles with standard axles. Many vehicles exist with nonstandard axle configurations, such as two-wheel axles that are wider than 6 ft (1.83 m) and four-wheel axles with wheels that are evenly or unevenly spaced. For these vehicles, a rigorous analysis is generally desired but is often deemed uneconomical. Therefore, a simplified method should be an asset to the bridge community and the trucking industry. A simplified method for determining live-load distribution factors for vehicles with nonstandard axle configurations is presented. Distribution factor formulas for moment and shear in interior and exterior girders are given. These formulas account for the transverse axle configurations that compose a vehicle. Several two- and four-wheel axle configurations are considered. The distribution factor formulas for slab-on-girder bridges presented in the AASHTO LRFD Bridge Design Specifications are incorporated into the proposed simplified method. The simplified method formulas were developed to approximate the results from a rigorous finite strip method. Comparisons are presented as verification of the accuracy of the simplified method. The simplified method results are usually conservative and correlate reasonably well with the rigorous results. In general, simplified methods worked better for interior girders than for exterior girders, and moment was better predicted than shear. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Accuracy KW - Axle configurations KW - Exterior girders KW - Formulas KW - Girder bridges KW - Interior girders KW - Live loads KW - Load and resistance factor design KW - Load transfer KW - Moments (Mechanics) KW - Overweight loads KW - Shear properties UR - http://dx.doi.org/10.3141/1696-58 UR - https://trid.trb.org/view/651236 ER - TY - CONF AN - 00789732 JO - Transportation Research Record PB - Transportation Research Board AU - CASAS, J R AU - Transportation Research Board TI - PERMIT VEHICLE ROUTING USING RELIABILITY-BASED EVALUATION PROCEDURES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 150-157 AB - The works carried out within the framework of the development of an automatic system for permit vehicle routing on the Spanish National Highway network are described. The focus is on the methodology adopted for analysis of the old existing bridges. Because information about bridge properties (geometry, material strength) and design live load is unknown, the evaluation procedure combines the information provided by in situ measurements and inspection with a reliability-based evaluation. The reliability index for the most critical limit states derived from the maximum effects due to actual traffic on the bridge is adopted as the comparison value to define a passage criterion. Any permit crossing the bridge alone or with traffic restrictions leading to a lower reliability index will not be allowed on the bridge. The actual traffic load is obtained from existing traffic records using a model of traffic flow. The method is applied to 10 bridges fully representative of the old and nondocumented bridges most often encountered on Spanish highways. The final result is definition of the standard permits as presented in Eurocode 1 that are allowed on the bridge. From the most unfavorable permit, a criterion is derived concerning the actual vehicle permits. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Case studies KW - Eurocode 1 KW - Historic bridges KW - Permits KW - Routing KW - Spain KW - Spanish National Highway Network KW - Traffic loads UR - http://dx.doi.org/10.3141/1696-57 UR - https://trid.trb.org/view/651235 ER - TY - CONF AN - 00789728 JO - Transportation Research Record PB - Transportation Research Board AU - Halstead, J P AU - O'Connor, J S AU - Luu, K AU - Alampalli, S AU - Minser, A AU - Transportation Research Board TI - FIBER-REINFORCED POLYMER WRAPPING OF DETERIORATED CONCRETE COLUMNS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 124-130 AB - The New York State Department of Transportation initiated a fiber-reinforced polymer (FRP) Column Wrap Demonstration Project in March 1998. The purpose of this project is to investigate the effectiveness and efficiency of preserving deteriorated concrete with FRP, its possible detrimental effects, and its viability as an alternative for concrete column repair and rehabilitation without regard to seismic considerations. To the authors' knowledge, this is the first FRP column wrap demonstration project of its kind to involve most of the FRP wrap suppliers in the United States. A 5-year condition-monitoring program was established to monitor the performance of FRP wrapping in preserving the concrete columns. A baseline condition of the piers was established through testing, including concrete cores for compressive strength, chlorides, pH, and freeze-thaw resistance; hammer soundings; and a tight-grid survey of electric potentials. Concrete spalls were repaired; however, delaminations were not. To monitor corrosion of the column reinforcing steel, corrosion probes using linear polarization technology were embedded in the concrete. Initial corrosion readings were collected before wrapping, enhancing the observed baseline condition data. In addition, concrete humidity and temperature probes were installed through the FRP wraps, and strain gauges were mounted on the FRP wraps. Data will be collected at 3-month intervals for 4 or 5 years. The wraps will be removed after monitoring, and a complete column testing program will be implemented at that time. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge piers KW - Columns KW - Corrosion KW - Demonstration projects KW - Deterioration KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Frp wraps KW - Humidity KW - Monitoring KW - Performance KW - Reinforced concrete KW - Reinforcing steel KW - Strain gages KW - Temperature KW - Wrapping UR - http://dx.doi.org/10.3141/1696-53 UR - https://trid.trb.org/view/651231 ER - TY - CONF AN - 00789730 JO - Transportation Research Record PB - Transportation Research Board AU - Nowak, A S AU - Eom, J AU - Sanli, A AU - Transportation Research Board TI - CONTROL OF LIVE LOAD ON BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 136-143 AB - Application of field testing for an efficient evaluation and control of live-load effects on bridges is described. A system is considered that involves monitoring of various parameters, including vehicle weight, dynamic load component, and load effects (moment, shear force, stress, strain) in bridge components, and verification of the minimum load-carrying capacity of the bridge. Therefore, an important part of the study is development of a procedure for measuring live-load spectra on bridges. Truck weight, including gross vehicle weight, axle loads, and spacing, is measured to determine the statistical parameters of the actual live load. Strain and stress are measured in various components of girder bridges to determine component-specific load. Minimum load-carrying capacity is verified by proof load tests. It has been confirmed that live-load effects are strongly site specific and component specific. The measured strains were relatively low and considerably lower than predicted by analysis. Dynamic load factor decreases with increasing static load effect. For fully loaded trucks, it is lower than the code-specified value. Girder distribution factors observed in the tests are also lower than the values specified by the design code. The proof load test results indicated that the structural response is linear with the absolute value of measured strain considerably lower than expected. Field tests confirmed that the tested bridges are adequate to carry normal truck traffic. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Axle loads KW - Axles KW - Bearing capacity KW - Bridges KW - Field tests KW - Girder bridges KW - Gross vehicle weight KW - Live loads KW - Load tests KW - Proof load tests KW - Spacing KW - Strain measurement KW - Stresses KW - Structural response UR - http://dx.doi.org/10.3141/1696-55 UR - https://trid.trb.org/view/651233 ER - TY - CONF AN - 00789729 JO - Transportation Research Record PB - Transportation Research Board AU - Battles, E P AU - Dagher, H J AU - Abdel-Magid, B AU - Transportation Research Board TI - DURABILITY OF COMPOSITE REINFORCEMENT FOR TIMBER BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 131-135 AB - Fiber-reinforced polymeric (FRP) composites are materials that are increasing in use in civil engineering applications. Despite the excellent mechanical properties and corrosion resistance offered by these organic matrix materials, their susceptibility to the synergistic effects of stress and environmental weathering hinders their widespread acceptance in civil engineering. The durability of a specific formulation of wood-compatible, pultruded, E-glass-phenolic composite is characterized. This composite is unique because its layered structure and void content make it compatible with standard structural wood adhesives. The durability of this wood-compatible FRP reinforcement cannot be directly determined from published work on the durability of E-glass composites because of its unique design. A durability test matrix was generated according to specifications and test standards from the International Conference of Building Officials Evaluation Service, Inc., and from the California Department of Transportation. Physical and mechanical properties that were used as indicators of degradation mechanisms and that applied to the bridge environment included tensile behavior, interlaminar shear strength, void content, and glass-transition temperature. Environmental testing involved exposure to various storage media, such as moisture, saline solutions, and calcium carbonate, followed by mechanical testing. Other exposure treatments included dry heat, cyclic freeze-thaw, accelerated weathering, and natural weathering. In addition to the strength-retention determination after environmental conditioning, control and exposed specimens were examined visually with optical and scanning electron microscopy to determine surface changes and their effect on failure and fracture modes. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Air voids KW - Composite materials KW - Durability KW - Electron microscopy KW - Fiber reinforced plastics KW - Fiber reinforced polymers KW - Freeze thaw durability KW - Glass transition temperature KW - Inspection KW - Reinforcing materials KW - Shear strength KW - Specimens KW - Tensile properties KW - Weathering KW - Wooden bridges UR - http://dx.doi.org/10.3141/1696-54 UR - https://trid.trb.org/view/651232 ER - TY - CONF AN - 00789731 JO - Transportation Research Record PB - Transportation Research Board AU - Tabsh, S W AU - Tabatabai, M AU - Transportation Research Board TI - LIVE-LOAD GIRDER DISTRIBUTION FACTORS FOR BRIDGES SUBJECTED TO WIDE TRUCKS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 144-149 AB - An important problem facing engineers and officials in the United States is the constraint imposed on transportation due to limitations of bridges. These limitations typically constrain vehicles to minimum heights and widths, to minimum and maximum lengths, and to a maximum allowable weight. However, with current demands of society and industry, there are times when a truck must carry a load that exceeds the size and weight of the legal limit. In this situation, the trucking company requests from the state departments of transportation an overload permit. For a truck with a wheel gauge larger than 1.8 m (6 ft), the process of issuing a permit for an overload truck requires a tremendous amount of engineering efforts. This is because the wheel load girder distribution factors (GDFs) in the design specifications cannot be used to estimate the live-load effect in the girders. In some cases, an expensive and time-consuming finite element analysis may be needed to check the safety of the structure. In this study, the finite element method is used to develop a modification factor for the GDF in AASHTO's "LRFD Bridge Design Specifications" to account for oversized trucks with a wheel gauge larger than 1.8 m. To develop this factor, nine bridges were considered with various numbers of girders, span lengths, girder spacings, and deck slab thicknesses. The results indicated that use of the proposed modification factor with the GDF in the design specifications can help increase the allowable load on slab-on-girder bridges. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Design KW - Finite element method KW - Girder distribution factors KW - Girders KW - Live loads KW - Load and resistance factor design KW - Load limits KW - Modification factor KW - Oversize loads KW - Overweight loads KW - Permits KW - Safety KW - Specifications KW - Wheel loads UR - http://dx.doi.org/10.3141/1696-56 UR - https://trid.trb.org/view/651234 ER - TY - CONF AN - 00789725 JO - Transportation Research Record PB - Transportation Research Board AU - Russo, F M AU - Wipf, T J AU - Klaiber, F W AU - Transportation Research Board TI - DIAGNOSTIC LOAD TESTS OF A PRESTRESSED CONCRETE BRIDGE DAMAGED BY OVERHEIGHT VEHICLE IMPACT SN - 0309071224 PY - 2000 IS - 1696 SP - p. 103-110 AB - A series of diagnostic load tests performed on two prestressed concrete bridges located in western Iowa are discussed. The bridges are dual prestressed concrete I-beam structures. In June 1996, an overheight vehicle struck the westbound structure and caused significant loss of section and cracking. As a result of the severity of the damage and because of concerns about the remaining capacity and long-term durability of the damaged beams, the Iowa Department of Transportation decided to remove the two most severely damaged beams. The diagnostic load-testing portion of the research program consisted of positioning test vehicles of known weight at predetermined locations along the deck of the damaged westbound and undamaged eastbound bridge. Single- and dual-truck tests were conducted on each bridge. Following replacement of the damaged beams in the westbound structure, additional tests were conducted. The results of these three load tests are compared to determine the effect of the localized beam damage on the overall live load distribution pattern in the bridge. The objective of this research is to determine the effects of damage on the load distribution and the remaining strength of damaged prestressed concrete bridges. Noticeable differences in response were detected in the westbound and eastbound bridges before beam replacement, with the difference essentially disappearing after the repair of the westbound bridge. The research project also involved model bridge testing, along with the repair of the beams that were removed from service and those that were intentionally damaged in the laboratory. The project is now complete. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Bearing capacity KW - Before and after studies KW - Damage (Bridges) KW - Diagnostic tests KW - Field tests KW - Impacts KW - Iowa KW - Load tests KW - Load transfer KW - Overheight vehicles KW - Prestressed concrete bridges KW - Replacement (Structural components) UR - http://dx.doi.org/10.3141/1696-50 UR - https://trid.trb.org/view/651228 ER - TY - CONF AN - 00789727 JO - Transportation Research Record PB - Transportation Research Board AU - Gillespie, J W AU - Eckel, D A AU - Edberg, W M AU - Sabol, S A AU - Mertz, D R AU - Chajes, M J AU - Shenton, H W AU - Hu, C AU - Chaudhri, M AU - Faqiri, A AU - Soneji, J AU - Transportation Research Board TI - BRIDGE 1-351 OVER MUDDY RUN: DESIGN, TESTING, AND ERECTION OF AN ALL-COMPOSITE BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 118-123 AB - Bridge 1-351 on Business Route 896 in Glasgow, Delaware, was replaced with one of the first state-owned all-composite bridges in the nation. Composites are lightweight construction materials that do not corrode, which results in benefits such as ease of construction and reduced maintenance costs. A summary of the design, large-scale testing, fabrication, erection, and monitoring of this bridge is presented. The bridge was designed to AASHTO load and resistance factor design specifications. A methodology was developed to incorporate the engineering properties of these unique composite materials into the design. The bridge consists of two 13 x 32 ft (3.96 x 9.75 m) sections joined by a unique longitudinal joint. The sections have sandwich construction consisting of a core [28 in. (71.12 cm) deep] and facesheets [0.4 to 0.6 in. (10.16 to 15.24 mm) thick] that provide shear and flexural rigidity, respectively. The composite bridge was fabricated with E-glass preforms and vinyl-ester resin, which offers excellent structural performance and long-term durability. Each of the sections was fabricated to near-net shape in a single step by a vacuum-assisted resin transfer molding process. The overall structural behavior has been accurately predicted with simple design equations based on sandwich theory for anisotropic materials. Large-scale testing of full-sized subcomponents was conducted to prove that the design satisfied deflection, fatigue, and strength limit states. A redundant longitudinal joint was designed that consisted of both an adhesively bonded vertical joint between sections and splice plates. Assembly procedures were developed, and transverse testing of the full-sized joint was conducted. Final bridge sections were proof-tested to the strength limit state. The construction phase included section positioning, joint assembly, and application of a latex-modified concrete wear surface. The bridge was reopened to traffic on November 20, 1998. Results from the long-term monitoring effort will be documented. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Composite materials KW - Deflection KW - Design KW - Durability KW - E-glass preforms KW - Erection (Building) KW - Fabrication KW - Fatigue (Mechanics) KW - Glasgow (Delaware) KW - Load and resistance factor design KW - Longitudinal joints KW - Monitoring KW - Muddy Run Creek KW - Performance KW - Sandwich construction KW - Strength of materials KW - Testing KW - Vinyl-ester resins UR - http://dx.doi.org/10.3141/1696-52 UR - https://trid.trb.org/view/651230 ER - TY - CONF AN - 00789720 JO - Transportation Research Record PB - Transportation Research Board AU - Annandale, G W AU - Transportation Research Board TI - PREDICTION OF SCOUR AT BRIDGE PIER FOUNDATIONS FOUNDED ON ROCK AND OTHER EARTH MATERIALS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 67-70 AB - The erodibility index method, which can be used to predict scour thresholds for rock and other earth materials, is described. The scour threshold is defined by a relationship between the erodibility index and stream power that is based on analysis of field and laboratory data. An explanation of how the method is applied to calculate scour depth is presented, followed by a case study to calculate bridge pier scour. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge foundations KW - Bridge piers KW - Case studies KW - Depth KW - Erodibility index KW - Mathematical prediction KW - Rocks KW - Scour KW - Streambeds UR - http://dx.doi.org/10.3141/1696-45 UR - https://trid.trb.org/view/651223 ER - TY - CONF AN - 00789721 JO - Transportation Research Record PB - Transportation Research Board AU - Phipps, A R AU - Transportation Research Board TI - MAINE BUILDS LONGEST-SPAN PRECAST SEGMENTAL BRIDGE WITH UNIQUE DESIGN-BUILD SELECTION PROCESS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 71-75 AB - The Bath-Woolwich Bridge in Maine will have the longest precast balanced cantilever concrete segmental span in America - 128 m - when completed. It carries U.S. Route 1 over the Kennebec River between the city of Bath and the town of Woolwich. The bridge is scheduled for completion in July 2000. The bridge designed by the design-build team has a total length of 906 m, with 12 spans at lengths of 56-56-56-80-128-116-101-101-62-50-50-50 m. The 56- and 50-m end spans are cast-in-place concrete box girders. The center spans are precast concrete segmental erected in balanced cantilever. The two-cell box girder superstructure segments vary in depth from 6 m at the piers to 2.8 m at midspan. The Maine Department of Transportation developed a unique procedure to select a design-build team for this project, which included prequalifying four design-build teams to submit proposals; scoring of technical proposals by a diverse group of 19 individuals; and combining scores with price by dividing the price by the score, with the lowest price per score point winning. The Maine Department of Transportation's design-build selection process assured Maine of the best value for this important project. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bath-Woolwich Bridge KW - Box girders KW - Bridge superstructures KW - Cantilevers KW - Cast in place concrete KW - Depth KW - Design build KW - Kennebec River KW - Long span bridges KW - Maine KW - Precast concrete KW - Prequalifications KW - Prices KW - Proposals KW - Segmental construction KW - Value engineering UR - http://dx.doi.org/10.3141/1696-46 UR - https://trid.trb.org/view/651224 ER - TY - CONF AN - 00789724 JO - Transportation Research Record PB - Transportation Research Board AU - Haritos, N AU - HIRA, A AU - MENDIS, P AU - HEYWOOD, R AU - Giufre, A AU - Transportation Research Board TI - LOAD TESTING TO COLLAPSE LIMIT STATE OF BARR CREEK BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 92-102 AB - VicRoads, the road authority for the state of Victoria, Australia, has been undertaking extensive research into the load capacity and performance of cast-in-place reinforced concrete flat slab bridges. One of the key objectives of this research is the development of analytical tools that can be used to better determine the performance of these bridges under loadings to the elastic limit and subsequently to failure. The 59-year-old Barr Creek Bridge, a flat slab bridge of four short continuous spans over column piers, was made available to VicRoads in aid of this research. The static testing program executed on this bridge was therefore aimed at providing a comprehensive set of measurements of its response to serviceability level loadings and beyond. This test program was preceded by the performance of a dynamic test (a simplified experimental and modal analysis using vehicular excitation) to establish basic structural properties of the bridge (effective flexural rigidity, EI) and the influence of the abutment supports from identification of its dynamic modal characteristics. The dynamic test results enabled a reliably tuned finite element model of the bridge in its in-service condition to be produced for use in conjunction with the static testing program. The results of the static testing program compared well with finite element modeling predictions in both the elastic range (serviceability loadings) and the nonlinear range (load levels taken to incipient collapse). Observed collapse failure modes and corresponding collapse load levels were also found to be predicted well using yield line theory. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Barr Creek Bridge KW - Bearing capacity KW - Collapse KW - Destructive testing KW - Dynamic tests KW - Failure analysis KW - Finite element method KW - Load tests KW - Mathematical prediction KW - Performance KW - Reinforced concrete bridges KW - Serviceability KW - Static tests KW - Victoria KW - Yield line method UR - http://dx.doi.org/10.3141/1696-49 UR - https://trid.trb.org/view/651227 ER - TY - CONF AN - 00789717 JO - Transportation Research Record PB - Transportation Research Board AU - Tang, M-C AU - Jang, D AU - Lee, H AU - Transportation Research Board TI - SIDNEY LANIER BRIDGE, GEORGIA SN - 0309071224 PY - 2000 IS - 1696 SP - p. 49-56 AB - The existing Sidney Lanier Bridge crossing the Brunswick River near Brunswick, Georgia, has a lift span of 76.25 m (250 ft), which is deemed too small for the ships that visit the harbor today. The new Sidney Lanier Bridge is a replacement for the existing structure to ensure navigational safety. It will be 2372.9 m (7,780 ft) long with a 381.25-m (1,250-ft) cable-stayed center span, which has a vertical clearance of 56.425 m (185 ft) above the mean high water level. The new bridge will permit the passage of any ship known to exist in the world today. The total width of the bridge deck is 24.71 m (81 ft), which will accommodate two traffic lanes in each direction. The concrete deck girder consists of a concrete slab 27.94 cm (11 in.) thick supported by 1.525-m (5-ft) by 1.45-m (4.75-ft) concrete longitudinal girders at each edge and by transverse floor beams spaced at 8.29 m (27.17 ft). At the two pylons, the superstructure is free to move in the longitudinal direction and restrained in the vertical and transverse directions. The concrete deck is cast monolithically with the two end piers. Each concrete pylon carries two vertical planes of fan-shaped cables anchored to the edge girders. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge superstructures KW - Brunswick River (Georgia) KW - Cable stayed bridges KW - Clearances (Navigation) KW - Girders KW - Pylons KW - Sidney Lanier Bridge (Georgia) KW - Structural design UR - http://dx.doi.org/10.3141/1696-42 UR - https://trid.trb.org/view/651220 ER - TY - CONF AN - 00789716 JO - Transportation Research Record PB - Transportation Research Board AU - Pate, W D AU - Transportation Research Board TI - INNOVATIVE DESIGN AND CONSTRUCTION OF CHESAPEAKE AND DELAWARE CANAL BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 44-48 AB - An outstanding accomplishment of bridge design, construction, and management, the Chesapeake and Delaware (C&D) Canal Bridge demonstrates that precast, segmental, cable-stayed bridges can be an economical and aesthetically pleasing solution in an area of the country where steel bridges are predominant. The C&D Canal Bridge is the first major concrete segmental cable-stayed bridge structure to be completed in the Northeast. The $58 million C&D Canal Bridge is a precast concrete, segmental structure 1417 m (4,650 ft) in length. Twin parallel box girders were designed to provide six lanes of travel with a total bridge width of 38.7 m (127 ft), with each precast box girder containing three 3.65-m (12-ft) lanes and two 3-m (10-ft) shoulders. Innovative construction techniques, economy, and aesthetics were the primary focus of the construction and design solutions used for the 229-m (750-ft) cable-stayed main-span crossing. The bridge was completed on schedule, with no claims or suits, at a cost slightly under the original bid. A quality-based selection process for the bridge designer, a prequalification process for the selection of the contractor, a disputes review panel, and informal partnering during construction all contributed greatly to a very successful project. The use of precast concrete elements provided an efficient and time-saving technique for the construction of this bridge. In addition, precast concrete box girders, box piers, and delta frames were designed to anchor the cable stays and make the parallel trapezoidal box girders monolithic throughout the main span. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Box girders KW - Cable stayed bridges KW - Chesapeake and Delaware Canal Bridge KW - Construction KW - Contractors KW - Costs KW - Delaware KW - Design KW - Designers KW - Innovation KW - Precast concrete KW - Segmental construction KW - Selection and appointment UR - http://dx.doi.org/10.3141/1696-41 UR - https://trid.trb.org/view/651219 ER - TY - CONF AN - 00789718 JO - Transportation Research Record PB - Transportation Research Board AU - Fujino, Y AU - Abe, M AU - Shibuya, H AU - Yanagihara, M AU - Sato, M AU - NAKAMURA, S-I AU - Sakamoto, Y AU - Transportation Research Board TI - FORCED AND AMBIENT VIBRATION TESTS AND VIBRATION MONITORING OF HAKUCHO SUSPENSION BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 57-63 AB - Forced and ambient dynamic tests of the Hakucho Bridge were carried out to study the dynamic characteristics of this suspension bridge. Dense-array measurement was employed in order to capture not only natural frequencies and damping, but also the mode shapes of the bridge. The natural frequencies and mode shapes obtained from the forced and ambient vibration tests agreed well with those calculated by a three-dimensional finite element model. A new method that combines the random decrement method with the Ibrahim time domain method is proposed to systematically identify the natural frequencies, damping, and mode shapes. This method is successfully applied to ambient vibration data. It is shown that the natural frequency of the first vertical bending mode decreases noticeably as the wind speed increases. It is also shown that the shape of the first vertical bending mode changes slightly near the towers, depending on the wind velocity; this finding indicates that the change may be associated with friction in the bearings at the towers. Finally, application of the Global Positioning System to measure static displacement of the girder is explained. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge bearings KW - Damping (Physics) KW - Dynamic tests KW - Finite element method KW - Friction KW - Girders KW - Global Positioning System KW - Hakucho Bridge KW - Muroran Bay (Japan) KW - Natural frequency KW - Static displacement KW - Suspension bridges KW - Velocity KW - Vibration tests KW - Wind UR - http://dx.doi.org/10.3141/1696-43 UR - https://trid.trb.org/view/651221 ER - TY - CONF AN - 00789712 JO - Transportation Research Record PB - Transportation Research Board AU - Fagen, M E AU - Phares, B M AU - Transportation Research Board TI - LIFE-CYCLE COST ANALYSIS OF A LOW-VOLUME ROAD BRIDGE ALTERNATIVE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 8-13 AB - Life-cycle cost models offer engineers a means to evaluate the anticipated long-term economic performance of prospective design and construction alternatives. Traditionally, only initial investment costs and past experience were used to economically evaluate possible bridge designs. A more logical approach requires that all short- and long-term costs be considered in relation to project location, purpose, and performance specifications. The primary objective of life-cycle cost analysis is to evaluate the total ownership cost of all suitable alternatives. Recent reports indicate that a significant number of the nation's bridges are either structurally deficient or functionally obsolete. In Iowa, a large portion of these types of bridges are on the secondary road system and fall under the jurisdiction of county engineers. Typically, Iowa county engineers have limited resources. In response to this, a bridge-replacement system was developed that county engineers can design and build with limited staff. The system, which is made up of precast (PC) double T units, involves the fabrication of PC units that consist of two steel beams connected by a thin concrete deck. To illustrate that this bridge system may be an economically viable bridge-replacement alternative for use on low-volume county roads, a life-cycle cost analysis was completed for an actual replacement-repair-rehabilitation project. Various alternatives were economically analyzed and compared with the steel beam PC unit bridge alternative. This analysis indicates that, when lower-cost salvaged steel beams and county work forces are used, the steel beam PC unit bridge can be a viable low-volume road bridge alternative. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Alternatives analysis KW - Bridges KW - Iowa KW - Life cycle costing KW - Low volume roads KW - Precast concrete UR - http://dx.doi.org/10.3141/1696-37 UR - https://trid.trb.org/view/651215 ER - TY - CONF AN - 00789714 JO - Transportation Research Record PB - Transportation Research Board AU - Frangopol, D M AU - GHARAIBEH, E S AU - Kong, J S AU - MIYAKE, M AU - Transportation Research Board TI - OPTIMAL NETWORK-LEVEL BRIDGE MAINTENANCE PLANNING BASED ON MINIMUM EXPECTED COST SN - 0309071224 PY - 2000 IS - 1696 SP - p. 26-33 AB - The goal of bridge management is to determine and implement the best possible strategy that ensures an adequate level of safety at the lowest possible life-cycle cost. Although this is generally recognized, the integration of life-cycle cost analysis with bridge reliability analysis has been very limited. Moreover, this has been formulated and illustrated only for individual bridges. A framework for optimal network-level bridge maintenance planning based on minimum expected cost is presented. The goal is the minimization of the expected maintenance cost of a bridge stock with maintenance of the lifetime reliability of each bridge above an acceptable (target) level. The approach is illustrated for a stock of realistic highway bridges. Individual bridges in this stock have different ages, and their reliabilities are time dependent. The framework offers a rational basis for optimizing the resource allocation for management of a stock of gradually deteriorating bridges based on balancing life-cycle maintenance cost and lifetime reliability. This has important practical implications in the development of the optimal management strategy for the bridge stock. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge management systems KW - Highway bridges KW - Life cycle costing KW - Maintenance management KW - Optimization KW - Resource allocation KW - Structural reliability UR - http://dx.doi.org/10.3141/1696-39 UR - https://trid.trb.org/view/651217 ER - TY - CONF AN - 00789711 JO - Transportation Research Record PB - Transportation Research Board AU - HEYWOOD, R AU - Gordon, R AU - BOULLY, G AU - Transportation Research Board TI - AUSTRALIA'S BRIDGE DESIGN LOAD MODEL: PLANNING FOR AN EFFICIENT ROAD TRANSPORT INDUSTRY SN - 0309071224 PY - 2000 IS - 1696 SP - p. 1-7 AB - A new Australian bridge design traffic loading standard for design and construction of Australian bridges was developed. The loading model is expected to set the bridge design standard for the next 25 years. This is an important visionary task, an investment for future improvements in transport efficiency, and an investment for our grandchildren, which was motivated by the increased transport efficiency that this generation has been able to achieve because of the investment of our grandparents. The challenge is to appropriately and effectively provide for the future in a manner that is consistent with the potential benefits and costs. The complexities of a range of traffic and vehicle loading scenarios, vehicle loading practices and enforcement, an infinite variety of bridge spans and forms of construction, and future unknown vehicle and bridge technologies are combined to develop, in collaboration with AUSTROADS and other interested bodies, a recommended bridge design load. The load model represents a substantial increase from the current design load to be one of the heaviest in the world. The load model's features include a moving load model (M1600) that forms the basis for the application of dynamic load allowances, centrifugal and braking forces, and a stationary load model (S1600). The load model is designed to represent the traffic of the future and hence ensure the future productivity of Australia's road transport industry. It is a bridge engineering contribution to Australia's international competitiveness. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Australia KW - Bridges KW - Design load KW - Design standards KW - Dynamic loads KW - Future KW - Productivity KW - Static loads KW - Traffic loads UR - http://dx.doi.org/10.3141/1696-36 UR - https://trid.trb.org/view/651214 ER - TY - CONF AN - 00789713 JO - Transportation Research Record PB - Transportation Research Board AU - Miyamoto, A AU - Kawamura, K AU - NAKAMURA, H AU - Transportation Research Board TI - PRACTICAL APPLICATIONS OF A BRIDGE MANAGEMENT SYSTEM IN JAPAN SN - 0309071224 PY - 2000 IS - 1696 SP - p. 14-25 AB - Recently, the necessity of developing a practical bridge management system (BMS) has been pointed out in Japan, because the maintenance of existing bridges has become a major social concern. The aim of this study was to develop a practical BMS for deteriorated concrete bridges. The proposed system (J-BMS) uses multilayered neural networks to predict deterioration processes in existing bridges, to construct an optimal maintenance plan for repair or strengthening measures based on minimizing life-cycle cost, and to estimate the maintenance cost. A comparison of the results of applying this system to some actual in-service bridges with the results of questionnaire surveys of experts indicates that optimal maintenance planning as well as bridge rating can be predicted accurately by this system. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Accuracy KW - Bridge management systems KW - Bridge rating KW - Concrete bridges KW - Cost estimating KW - Deterioration KW - Japan KW - Life cycle costing KW - Maintenance management KW - Neural networks UR - http://dx.doi.org/10.3141/1696-38 UR - https://trid.trb.org/view/651216 ER - TY - CONF AN - 00789715 JO - Transportation Research Record PB - Transportation Research Board AU - Tang, M-C AU - Transportation Research Board TI - AESTHETICS OF CABLE-STAYED BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 34-43 AB - Among the various bridge types, cable-stayed bridges offer the most intriguing configurations. By varying the shape of the towers, the arrangement of the cables, and the cross section of the deck girder, it is almost always possible to create a cable-stayed bridge to fit in any given landscape. Since their debut 45 years ago, the beauty of cable-stayed bridges has piqued the interest of engineers and nonengineers alike. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Bridge towers KW - Cable stayed bridges KW - Cables KW - Configurations KW - History KW - Shape UR - http://dx.doi.org/10.3141/1696-40 UR - https://trid.trb.org/view/651218 ER - TY - CONF AN - 00789719 JO - Transportation Research Record PB - Transportation Research Board AU - Davis, S R AU - Shea, C AU - Pagan-Ortiz, J E AU - Transportation Research Board TI - GUIDELINE FOR EVALUATION OF SCOUR AT BRIDGES: PROPOSED ASCE STANDARD SN - 0309071224 PY - 2000 IS - 1696 SP - p. 64-66 AB - The American Society of Civil Engineers (ASCE) Water Resources Engineering Division Task Committee on Bridge Management for Scour Safety has prepared a draft ASCE standard entitled "Guideline for the Evaluation of Scour at Bridges." The committee plans to submit the draft standard to ASCE for review in 2000. The guideline presents the views of committee members representing federal and state agencies, consultants, and universities with regard to recommended practices and procedures for the evaluation of scour at bridges. The guideline is generally consistent with previous publications on bridge scour evaluation published by the American Association of State Highway and Transportation Officials and the Federal Highway Administration. However, it contains new guidance on a number of issues dealing with the subject of scour evaluation. The guideline stresses the need for an interdisciplinary team of structural, hydraulic, and geotechnical engineers to work together in the design of bridge foundations. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - American Society of Civil Engineers KW - Bridge foundations KW - Bridges KW - Design KW - Evaluation KW - Guidelines KW - Interdisciplinary studies KW - Scour KW - Standards UR - http://dx.doi.org/10.3141/1696-44 UR - https://trid.trb.org/view/651222 ER - TY - CONF AN - 00789701 JO - Transportation Research Record PB - Transportation Research Board AU - Kulicki, J M AU - Transportation Research Board TI - THE ONCE AND FUTURE STEEL BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 219-237 AB - Some of the highlights of steel bridge design and construction during the 20th century are presented, and some thoughts for the near-term future of steel bridges are developed on the basis of the emergence of new materials and design processes. The "future-oriented" portions of the paper are intended to summarize research during the last decade of the 20th century dealing with the implementation of improved steels. As will be seen, the world community appears to be developing several of the same general concepts for future applications. Some of the ideas presented are speculative at this time, but it will be shown that commercialization is already under way. Finally, some thoughts on needed future developments in specification and design focus are considered. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Arch bridges KW - Bridges KW - Cable stayed bridges KW - Construction KW - Design KW - Future KW - Girder bridges KW - High performance steel KW - History KW - Specifications KW - Steel KW - Technological innovations KW - Truss bridges UR - http://dx.doi.org/10.3141/1696-26 UR - https://trid.trb.org/view/651204 ER - TY - CONF AN - 00789708 JO - Transportation Research Record PB - Transportation Research Board AU - Eamon, C AU - Nowak, A S AU - Ritter, M A AU - MURPHY, J AU - Transportation Research Board TI - RELIABILITY-BASED CRITERIA FOR LOAD AND RESISTANCE FACTOR DESIGN CODE FOR WOOD BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 316-322 AB - Recently the American Association of State Highway and Transportation Officials (AASHTO) adopted a load and resistance factor design code for highway bridges. The new code provides a rational basis for the design of steel and concrete structures. However, the calibration was not done for wood bridges. Therefore, there is a need to fill this gap. The development of statistical models for wood bridge structures is discussed. Recent test results provided a considerable amount of new data for sawed wood and glued laminated (glulam) components. Statistical methods provide a good tool for development of rational models for loads and resistance. Because of the random nature of load and resistance, reliability is a convenient measure of structural performance that also provides a rational basis for comparison of wood and other structural materials. The results of a recent project that led to development of rational design criteria for wood bridges are presented. The structural reliability of selected wooden bridges designed by the AASHTO codes are determined, and inadequacies in load distribution and material resistance in the current specifications are identified. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - American Association of State Highway and Transportation Officials KW - Design KW - Laminated wood KW - Load and resistance factor design KW - Load transfer KW - Mathematical models KW - Sawn timber KW - Specifications KW - Structural reliability KW - Wooden bridges UR - http://dx.doi.org/10.3141/1696-33 UR - https://trid.trb.org/view/651211 ER - TY - CONF AN - 00789704 JO - Transportation Research Record PB - Transportation Research Board AU - Sweeney, RAP AU - Oommen, G AU - Transportation Research Board TI - CURRENT STATE OF THE QUEBEC BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 286-292 AB - The Quebec Bridge has the longest cantilever span in the world and is a monument to early railway bridge engineering. It opened 83 years ago to railway traffic. It has carried roadway traffic since 1928. A brief history of the bridge is presented. Its modifications and politics, the present condition of the bridge, details of the railway's recent assessment strategy, and the current $60 million rehabilitation scheme are also examined. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Cantilever bridges KW - Condition surveys KW - Highway bridges KW - History KW - Modifications KW - Politics KW - Quebec Bridge KW - Railroad bridges KW - Rehabilitation (Maintenance) KW - Saint Lawrence River UR - http://dx.doi.org/10.3141/1696-29 UR - https://trid.trb.org/view/651207 ER - TY - CONF AN - 00789705 JO - Transportation Research Record PB - Transportation Research Board AU - Mochizuki, H AU - HANADA, K AU - Nakagawa, T AU - Hanawa, Y AU - Yamagiwa, I AU - YASUDA, K AU - Fujino, Y AU - NAGAI, M AU - Transportation Research Board TI - DESIGN AND CONSTRUCTION OF A CABLE-TRUSSED GIRDER BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 293-298 AB - Takehana No. 3 Bridge is a cable-trussed girder bridge constructed on a highway route in Shikoku Island, Japan. This is the first application of a cable-trussed girder bridge to a highway bridge in Japan. The cable-trussed bridge (or reversed cable-stayed girder bridge) consists of relatively slender steel plate I-girders, a spatial frame-type post arranged beneath the girders at the middle of the span, and external cables anchored at the ends of the girders. The structural details, static and dynamic characteristics, and design and construction of the bridge are presented. In addition, the efficiency of this type of bridge is emphasized. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Construction KW - Dynamic structural analysis KW - Girder bridges KW - Shikoku Island (Japan) KW - Static structural analysis KW - Structural design KW - Takehana No. 3 Bridge KW - Truss bridges UR - http://dx.doi.org/10.3141/1696-30 UR - https://trid.trb.org/view/651208 ER - TY - CONF AN - 00789698 JO - Transportation Research Record PB - Transportation Research Board AU - HEYWOOD, R AU - Roberts, W AU - Taylor, R AU - Andersen, R AU - Transportation Research Board TI - FITNESS-FOR-PURPOSE EVALUATION OF BRIDGES USING HEALTH MONITORING TECHNOLOGY SN - 0309071224 PY - 2000 IS - 1696 SP - p. 193-201 AB - Evaluation of in-field performance of bridges is dependent on many assumptions. Those associated with the analytical model (boundary conditions, influence of curbs, membrane action, the model, etc.) and the resistance model (material properties, condition, fatigue damage, etc.) are commonly recognized as the sources for the differences between theoretical strength and in-service strength as demonstrated by proof load testing worldwide. Likewise there are many assumptions associated with the loading model and the related load factors. Bridge health monitoring technology is providing the opportunity to monitor the in-service performance of bridges. A methodology is presented for undertaking a fitness-for-purpose evaluation (FPE) of bridges based on health monitoring and theoretical data. The methodology is set in the context of limit state codes and illustrated by four case studies, two from Australia and two from New Zealand. Each of the bridges is steel, lowly rated theoretically, and located on relatively low-trafficked routes. The outcome of the FPEs indicates that the structures are safe to remain in service under current loading conditions although interventions are suggested in the relatively short term. Health monitoring was also able to identify the reasons for the significant differences between the theoretical and the health monitoring results. Many of the reasons are related to the specific loading conditions at the site and could not readily have been identified using theoretical approaches, behavioral testing, or proof load testing. Although this technology has its limitations, it is providing better information for those involved in the decision-making process and helping to target actions based on risk. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Australia KW - Bridges KW - Case studies KW - Decision making KW - Field tests KW - Low volume roads KW - Monitoring KW - New Zealand KW - Performance evaluations KW - Risk analysis KW - Steel KW - Theoretical studies UR - http://dx.doi.org/10.3141/1696-23 UR - https://trid.trb.org/view/651201 ER - TY - CONF AN - 00789707 JO - Transportation Research Record PB - Transportation Research Board AU - Duwadi, S R AU - Ritter, M A AU - Cesa, E AU - Transportation Research Board TI - WOOD IN TRANSPORTATION PROGRAM: AN OVERVIEW SN - 0309071224 PY - 2000 IS - 1696 SP - p. 310-315 AB - Research and demonstration bridge projects to further develop wood for transportation structures increased substantially in the United States in 1988 under a legislative action by the U.S. Congress known as the Timber Bridge Initiative. This program, renamed the Wood in Transportation Program, continues today and is administered by the Forest Service. The Federal Highway Administration (FHWA) became involved in timber bridge research in 1990. The FHWA program increased substantially under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). From 1992 to 1997, ISTEA authorized significant funding for timber bridge research, technology transfer, and demonstration bridges. The current transportation authorization, the Transportation Equity Act for the 21st Century, does not contain a program for timber bridges similar to that of ISTEA; however, there are provisions under the fiscal year 1999 Transportation Appropriations Bill for advancing engineered wood and composites technology through research and demonstration projects to further develop the use of wood for transportation structures. As a result of these combined efforts, a large number of research projects have been initiated, and a number of demonstration bridges have been built under both programs. An overview of the research and the demonstration timber bridge programs is provided here. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Appropriations KW - Demonstration projects KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Research KW - Wood in Transportation Program KW - Wooden bridges UR - http://dx.doi.org/10.3141/1696-32 UR - https://trid.trb.org/view/651210 ER - TY - CONF AN - 00789709 JO - Transportation Research Record PB - Transportation Research Board AU - Wipf, T J AU - Ritter, M A AU - WOOD, D L AU - Transportation Research Board TI - EVALUATION AND FIELD LOAD TESTING OF TIMBER RAILROAD BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 323-333 AB - Several spans of a 60-year-old open-deck timber railroad bridge on the Southern Pacific Railroad Line (now the Union Pacific) in Southwest Texas were field tested. The tests were conducted with the sponsorship and cooperation of the Association of American Railroads to determine the vertical live load distribution characteristics of the superstructure. The bridge was originally constructed with Douglas-fir larch solid sawn stringers but was rehabilitated on several occasions to allow comparisons to be made with respect to different rehabilitation options, including the use of a helper stringer and the use of glued laminated timber (glulam) stringers. The test spans measured approximately 4.1 m (13.5 ft) center-to-center of supports and included two closely "packed" chords, each consisting of four timber stringers (one test span included an additional helper stringer added to one chord). One chord was made up of glulam timber and the other was made up of solid sawn timber. The bridge superstructure was generally in satisfactory condition, with some stringer horizontal splitting noted over the bents. The bents were in reasonably good condition, but chord bearing was uneven on bent caps. Static and dynamic deflection load test data were obtained using a special test train. The test results indicate that the glulam chord performed better than the older sawn stringer chord, even when a helper stringer was added. Individual stringers within a chord did not always share the load equally. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bents KW - Bridge superstructures KW - Deflection KW - Field tests KW - Laminated wood KW - Live loads KW - Load tests KW - Load transfer KW - Railroad bridges KW - Sawn timber KW - Stringers KW - Test trains KW - Texas KW - Union Pacific Railroad KW - Wooden bridges UR - http://dx.doi.org/10.3141/1696-34 UR - https://trid.trb.org/view/651212 ER - TY - CONF AN - 00789700 JO - Transportation Research Record PB - Transportation Research Board AU - Aktan, A E AU - Grimmelsman, K A AU - Barrish, R A AU - Catbas, F N AU - Tsikos, C J AU - Transportation Research Board TI - STRUCTURAL IDENTIFICATION OF A LONG-SPAN TRUSS BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 210-218 AB - An ongoing research project involving structural identification of the Commodore Barry Bridge, a major long-span truss bridge over the Delaware River, is described. Structural identification is an approach in which a constructed facility and its loading environment are objectively characterized by field observations, measurements, and controlled experiments in conjunction with an analytical model. This process is a necessary precursor to performing health monitoring of the bridge. Long-span bridges have attributes that make utilization of experimental and analytical techniques on them quite different than for short-span bridges. The concept of structural identification and the methods used in applying it to a long-span bridge are presented and discussed. The structural characteristics of the bridge are described and conceptualized. Development of the three-dimensional analytical model and the model characteristics are summarized. Static and dynamic analyses are conducted to help locate anomalies and errors in the model. The experimental techniques necessary for structural identification of a long-span bridge are defined. A limited-scale health-monitoring system, which integrates operational data with structural performance and loading environment data, was designed and installed on the bridge. Mechanical and electrical characteristics of the monitoring system and issues related to management of the data from this system are discussed. The monitoring system currently has over 80 channels of different sensor types collecting various data from the bridge. In addition, data from the system can be viewed from a remote location in real time. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Commodore Barry Bridge KW - Data collection KW - Delaware River KW - Dynamic structural analysis KW - Experiments KW - Field studies KW - Information processing KW - Long span bridges KW - Mathematical models KW - Measurement KW - Monitoring KW - Remote sensing KW - Sensors KW - Static structural analysis KW - Structural analysis KW - Truss bridges UR - http://dx.doi.org/10.3141/1696-25 UR - https://trid.trb.org/view/651203 ER - TY - CONF AN - 00789699 JO - Transportation Research Record PB - Transportation Research Board AU - DAS, P C AU - Onoufriou, T AU - Transportation Research Board TI - AREAS OF UNCERTAINTY IN BRIDGE MANAGEMENT: FRAMEWORK FOR RESEARCH SN - 0309071224 PY - 2000 IS - 1696 SP - p. 202-209 AB - Bridge maintenance activities, from inspection and assessment to fund allocation and execution of the work, involve many uncertainties. If the predictably increasing future requirements for bridge maintenance are to be met in a cost-effective manner, these uncertainties must be identified and reduced as much as possible. Past research in bridge engineering has mostly concentrated on the engineering aspects of the activities. Many countries are now conducting considerable research and development efforts to produce better materials, innovative forms of construction, improved inspection and monitoring techniques, and better evaluation procedures and criteria. Now is the time to examine the uncertainties found in bridge management. To address these deficiencies, it is necessary to determine the focus of future research. Clearly, the level of resources that is used in different areas of research should reflect the accuracy that is warranted by the end use. On the basis of experiences gained from bridge management as well as from similar activities in the field of offshore structures, the areas of uncertainty, such as method sophistication, operator expertise, and human and sampling errors, are identified. In addition, a possible methodology is outlined that could provide bridge authorities, researchers, and industry with an overview of the currently perceived problems and their relative importance so that resources could be used in a cost-effective manner. The process of breaking down management into component activities by the use of flow diagrams and the representation of individual uncertainties through probabilistic distribution are also presented. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge management systems KW - Diagrams KW - Distributions (Statistics) KW - Future KW - Maintenance management KW - Problem identification KW - Research KW - Uncertainty UR - http://dx.doi.org/10.3141/1696-24 UR - https://trid.trb.org/view/651202 ER - TY - CONF AN - 00789710 JO - Transportation Research Record PB - Transportation Research Board AU - Faller, R K AU - Ritter, M A AU - Rosson, B T AU - Fowler, M D AU - Duwadi, S R AU - Transportation Research Board TI - TWO TEST LEVEL 4 BRIDGE RAILING AND TRANSITION SYSTEMS FOR TRANSVERSE TIMBER DECK BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 334-351 AB - The Midwest Roadside Safety Facility, in cooperation with the Forest Products Laboratory, which is part of the U.S. Department of Agriculture's Forest Service, and the Federal Highway Administration, designed two bridge railing and approach guardrail transition systems for use on bridges with transverse glue-laminated (glulam) timber decks. The bridge railing and transition systems were developed and crash tested for use on higher-service-level roadways and evaluated according to the Test Level 4 safety performance criteria presented in NCHRP Report 350: "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The first railing system was constructed with glulam timber components, whereas the second railing system was configured with steel hardware. Eight full-scale crash tests were performed, and the bridge railing and transition systems were acceptable according to current safety standards. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge railings KW - Guardrail transition sections KW - Impact tests KW - Laminated wood KW - NCHRP Report 350 KW - Performance evaluations KW - Safety KW - Steel KW - Wooden bridges UR - http://dx.doi.org/10.3141/1696-35 UR - https://trid.trb.org/view/651213 ER - TY - CONF AN - 00789703 JO - Transportation Research Record PB - Transportation Research Board AU - Tang, M-C AU - Jang, D J AU - Ahn, K AU - Transportation Research Board TI - SEOHAE GRAND BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 273-285 AB - The Seohae Grand Bridge, located about 65 km south of Seoul, Korea, is currently under construction and, when complete, will be the longest bridge in Korea. The total length of the bridge is 9.4 km from Pyongtaek on the north to Dangjin on the south, carrying three lanes of traffic in each direction across the Asan Bay. The center span provides a 62-m-high navigation clearance above the high sea level of +4.65 m. The main bridge is composed of three cable-stayed spans of 200, 470, and 200 m and two 60-m-long size spans, one at each end. The center span will form the entrance to the harbor and will be built in the future. The bridge deck is supported by two longitudinal steel edge girders that are spaced 34 m apart and by transverse steel floor beams at 4.10 m on centers. The majority of the bridge deck is composed of precast panels and cast-in-place joints. The bridge superstructure is restrained in the transverse direction at the two pylons and end piers. The bridge longitudinal displacement due to live load, temperature variation, and creep-shrinkage is restrained at one pylon with longitudinal shear keys. Lockup devices are installed on the other pylon and are mobilized only for longitudinal earthquake loading. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Asan Bay (Korea) KW - Beams KW - Bridge decks KW - Bridge superstructures KW - Cable stayed bridges KW - Cast in place concrete KW - Earthquake resistant design KW - Girders KW - Joints (Engineering) KW - Precast concrete KW - Seohae Grand Bridge KW - Steel UR - http://dx.doi.org/10.3141/1696-28 UR - https://trid.trb.org/view/651206 ER - TY - CONF AN - 00789706 JO - Transportation Research Record PB - Transportation Research Board AU - Stroh, S L AU - Sen, R AU - Transportation Research Board TI - STEEL BRIDGES WITH DOUBLE-COMPOSITE ACTION: INNOVATIVE DESIGN SN - 0309071224 PY - 2000 IS - 1696 SP - p. 299-309 AB - Bridge engineers are continually faced with the challenge of providing efficient and cost-effective structures. In particular, the Florida Department of Transportation has recognized the need to develop economical bridge configurations in the medium-span range of 200- to 400-ft (60.96- to 121.92-m) spans and authorized a research project at the University of South Florida to identify and develop innovative design concepts within this span range. The study identified the concept of a steel bridge with double-composite action as an innovative bridge concept with the potential for significant cost savings compared with conventional modes of construction. This bridge type has been used with good success in Europe, but to the authors' knowledge it has not been used in the United States. In addition to a composite concrete top slab, the double-composite bridge concept utilizes a composite concrete bottom slab in the negative moment regions. The result is provision of a design meeting compact requirements throughout, increased stiffness with corresponding decrease in fatigue stress range and deflections, savings in cross frames, and savings in flange material. The design implications of this system are examined, including redistribution effects due to creep and shrinkage, implications of different construction sequences, and strength and serviceability issues. Trial designs are presented, including both plate and box girder type structures, and design considerations are discussed. A prototype structure is identified for further development of the double-composite concept. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Box girder bridges KW - Bridges KW - Cost effectiveness KW - Creep KW - Deflection KW - Design KW - Double composite action KW - Fatigue (Mechanics) KW - Innovation KW - Plate girder bridges KW - Prototypes KW - Serviceability KW - Shrinkage KW - Steel KW - Stiffness KW - Strength of materials UR - http://dx.doi.org/10.3141/1696-31 UR - https://trid.trb.org/view/651209 ER - TY - CONF AN - 00789688 JO - Transportation Research Record PB - Transportation Research Board AU - Connor, Robert J AU - Fisher, J W AU - Transportation Research Board TI - IN-SERVICE RESPONSE OF AN ORTHOTROPIC STEEL DECK COMPARED WITH DESIGN ASSUMPTIONS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 100-108 AB - To minimize the possibility of fatigue cracking on the new orthotropic deck of the Williamsburg Bridge, laboratory tests with a full-scale prototype panel were conducted. During the study, recommendations for improving fatigue resistance of the welded rib-diaphragm connection detail were made before construction. In addition, load testing and long-term remote monitoring of the orthotropic deck were conducted. The field data suggest that actual truckloads are greater than the standard truckloads assumed in the AASHTO Load and Resistance Factor Design (LRFD) Specifications. They also suggest that modifications to the fatigue design of deck elements may be required because the maximum stress range exceeds twice the stress range provided by the fatigue truck (i.e., twice the fatigue truck assumed by the AASHTO LRFD Specifications). U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge decks KW - Connection details (Bridges) KW - Cracking KW - Diaphragms (Engineering) KW - Fatigue (Mechanics) KW - Field tests KW - Laboratory tests KW - Load and resistance factor design KW - Load tests KW - New York (New York) KW - Orthotropic KW - Prototype tests KW - Remote sensing KW - Specifications KW - Steel KW - Stress range KW - Test vehicles KW - Williamsburg Bridge UR - http://dx.doi.org/10.3141/1696-13 UR - https://trid.trb.org/view/651191 ER - TY - CONF AN - 00789689 JO - Transportation Research Record PB - Transportation Research Board AU - Husain, I AU - Bagnariol, D AU - Transportation Research Board TI - DESIGN AND PERFORMANCE OF JOINTLESS BRIDGES IN ONTARIO: NEW TECHNICAL AND MATERIAL CONCEPTS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 109-121 AB - It is well recognized that leaking expansion joints at the ends of bridge decks have led to the premature deterioration of bridge components. The elimination of these maintenance-prone joints not only yields immediate economic benefits but also improves the long-term durability of bridges. In Ontario, Canada, "jointless" bridges have been used for many years. Recently, the use of two main types of these bridges has increased dramatically. The first type is an "integral abutment" bridge that comprises an integral deck and abutment system supported on flexible piles. The approach slabs are also continuous with the deck slab. The flexible foundation allows the anticipated deck movements to take place at the end of the approach slab. Control joint details have been developed to allow movements at this location. The second type is a "semi-integral abutment" bridge that also allows expansion joints to be eliminated from the end of the bridge deck. The approach slabs are continuous with the deck slab, and the abutments are supported on rigid foundations (spread footings). The superstructure is not continuous with the abutments, and conventional bearings are used to allow horizontal movements between the deck and the abutments. A control joint is provided at the end of the approach slab that is detailed to slide in between the wing walls. Some of the design methods and construction details that are used in Ontario for integral and semi-integral abutment bridges are summarized. A review of the actual performance of existing bridges is also presented. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge foundations KW - Bridges KW - Design KW - Flexible structures KW - Integral abutments KW - Jointless bridges KW - Ontario (Province) KW - Performance KW - Spread footings KW - Technological innovations UR - http://dx.doi.org/10.3141/1696-14 UR - https://trid.trb.org/view/651192 ER - TY - CONF AN - 00789685 JO - Transportation Research Record PB - Transportation Research Board AU - Szerszen, M M AU - Nowak, A S AU - Transportation Research Board TI - FATIGUE EVALUATION OF STEEL AND CONCRETE BRIDGES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 73-80 AB - The fatigue limit state is one of the important considerations in the design of bridges. Accumulated load cycles can cause cracking or even failure. An approach to evaluation of steel and concrete bridges with regard to fatigue is presented. The method for prediction of the remaining life of a bridge superstructure is based on the load model and the procedure to estimate fatigue degradation of materials. In the case of steel girders, degradation of material is considered using S-N curves. For reinforced concrete beams, degradation of concrete in the compressive zone is described by the rheological fatigue model. Reliability analysis is performed for the fatigue limit state function of flexure. Prediction of the remaining fatigue life for steel and concrete beams is illustrated on examples of existing bridge girders. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Bridge superstructures KW - Concrete bridges KW - Fatigue life KW - Fatigue limit KW - Flexure KW - Girders KW - Mathematical models KW - Reinforced concrete KW - Reliability KW - Rheological properties KW - Steel UR - http://dx.doi.org/10.3141/1696-10 UR - https://trid.trb.org/view/651188 ER - TY - CONF AN - 00789692 JO - Transportation Research Record PB - Transportation Research Board AU - Mlynarski, M AU - Puckett, J A AU - Clancy, C M AU - Goodrich, B L AU - Jablin, M C AU - Smyers, W AU - Wilson, K AU - Transportation Research Board TI - BRIDGE SOFTWARE VALIDATION GUIDELINES AND EXAMPLES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 143-151 AB - NCHRP 12-50 is a research project to investigate current software validation procedures and to provide an improved method of verifying bridge design and analysis software. The removal of errors in bridge design and analysis software has a far-reaching impact on safety assurance in the design and rating of bridges. Bridge engineers are relying on automated computations at an increasing rate. Automation of bridge computations is now an integral part of routine practice. In theory, this software should be error free--yet perfect software remains elusive. The number of bridge types and geometric configurations, materials, and loadings creates a large solution domain that must be addressed. The validation method currently being developed involves the automated generation of a series of test suites. Each test suite will contain input files for several analysis engines (software packages) and the results of the analyses and designs performed by these engines. The automatic generation of input files for a particular software package enables thousands of different cases to be created in a matter of minutes. Similarly, the output from the engines can be compared automatically using database or spreadsheet software. Each problem generated will have slightly varying input parameters. The goal is to increment the various input parameters to test as many articles of the Load and Resistance Factor Design (LRFD) Specifications as possible. This novel, systematic, and automated approach provides guidelines that can be applied to a host of computational processes associated with bridge engineering, specification development, and software maintenance. Some examples are presented to illustrate the process. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridge engineering KW - Bridges KW - Calculation KW - Design KW - Load and resistance factor design KW - Safety KW - Software KW - Specifications KW - Validation UR - http://dx.doi.org/10.3141/1696-17 UR - https://trid.trb.org/view/651195 ER - TY - CONF AN - 00789695 JO - Transportation Research Record PB - Transportation Research Board AU - Medlock, R D AU - SHIROLE, A M AU - Transportation Research Board TI - ENHANCING STEEL BRIDGES THROUGH AASHTO/NSBA STEEL BRIDGE COLLABORATION SN - 0309071224 PY - 2000 IS - 1696 SP - p. 171-177 AB - The American Association of State Highway and Transportation Officials (AASHTO) and the National Steel Bridge Alliance (NSBA) have a joint effort under way to enhance the quality and value of steel bridge design and construction in the United States. Under this effort, known as the AASHTO/NSBA Collaboration, representatives of the state departments of transportation, the Federal Highway Administration, steel and construction industries, design professionals, and academia have been working together. Issues such as how the Collaboration operates and how, as a comprehensive resource for steel bridges, it works to enhance the state of the art for steel bridges through implementation of technology and exchange of resources among its participants are discussed. Furthermore, standard practices, specifications, guidelines, and details that were developed as a consensus by the Collaboration for steel bridge design, fabrication, and erection are presented. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Academia KW - American Association of State Highway and Transportation Officials KW - Bridges KW - Construction KW - Cooperation KW - Design KW - Designers KW - Guidelines KW - Implementation KW - Industries KW - National Steel Bridge Alliance KW - Specifications KW - Standards KW - State departments of transportation KW - Steel KW - Technology KW - U.S. Federal Highway Administration UR - http://dx.doi.org/10.3141/1696-20 UR - https://trid.trb.org/view/651198 ER - TY - CONF AN - 00789697 JO - Transportation Research Record PB - Transportation Research Board AU - O'Connor, J S AU - Transportation Research Board TI - BRIDGE SAFETY ASSURANCE MEASURES TAKEN IN NEW YORK STATE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 187-192 AB - A description of New York State's Bridge Safety Assurance (BSA) Program is given, and specific examples of interim countermeasures that can be taken to lessen the risk of failure due to hydraulic scour, overload, steel details, collision, concrete details, and earthquakes are provided. The BSA program was adopted to provide a systematic means of identifying situations that pose a threat to the structural integrity of bridges. A traditional bridge inspection program ascertains the condition of various bridge elements. This information is typically used to drive an agency's capital and maintenance bridge programs. New York's BSA program supplements this condition-based evaluation by taking a slightly different perspective. It assesses and rates the degree of risk that is associated with certain design details and circumstances. The program is used to evaluate a bridge by using current design practice as a reference, whereas the inspection procedures are used to rate each element of a bridge only according to its condition and ability to function as intended in the original design. Rating all bridges according to their ability to remain safe under current conditions by using today's design philosophy provides an ability to evaluate structures by using a common reference regardless of when they were built. Specific examples of retrofit work that has been undertaken as a result of the adoption of New York's BSA policy in 1992 are given. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bridges KW - Condition surveys KW - Countermeasures KW - Inspection KW - New York (State) KW - Retrofitting KW - Risk assessment KW - Safety management KW - Structural integrity UR - http://dx.doi.org/10.3141/1696-22 UR - https://trid.trb.org/view/651200 ER - TY - CONF AN - 00789693 JO - Transportation Research Record PB - Transportation Research Board AU - Duwadi, S R AU - Grubb, M A AU - Yoo, C H AU - Hartmann, J AU - Transportation Research Board TI - FEDERAL HIGHWAY ADMINISTRATION'S HORIZONTALLY CURVED STEEL BRIDGE RESEARCH PROJECT: AN UPDATE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 152-161 AB - Since 1992, the Federal Highway Administration has had a major concentrated research project in the area of horizontally curved steel bridges, the objective of which is to conduct research to better define the fundamental behavior of such bridges. The project involves theoretical work leading to the development of refined predictor equations and verification of those equations through linear and nonlinear analysis and experimental testing of I-girder components. The overall experimental program involves testing of a series of full-scale bending and shear curved steel I-girder components and subsequently a full-size bridge. The development and refinement of predictor equations are summarized, and the work leading to the first series of experimental tests, which involve testing of full-scale bending components, is described. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Curved bridges KW - Equations KW - Experiments KW - Girders KW - I girders KW - Linear analysis KW - Mechanics KW - Nonlinear systems KW - Prototype tests KW - Steel KW - Steel bridges KW - Theoretical studies UR - http://dx.doi.org/10.3141/1696-18 UR - https://trid.trb.org/view/651196 ER - TY - CONF AN - 00789684 JO - Transportation Research Record PB - Transportation Research Board AU - White, R N AU - Smith, P AU - Transportation Research Board TI - REHABILITATION OF TAPPAN ZEE BRIDGE USING PRECAST CONCRETE COMPOSITE DECK UNITS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 63-72 AB - The criteria used for successful rehabilitation of decks of major bridges when it is not feasible to close the bridge to traffic are described. These criteria are described with specific reference to recent work on the trestle spans of the Tappan Zee Bridge over the Hudson River near New York City. The results of an experimental program conducted with a full-scale, 10-m-span, lightweight concrete slab-steel beam composite bridge deck unit intended for later use in rehabilitating the through-truss decks of the bridge are also described. Loading history included 10,000,000 cycles of flexural fatigue loading followed by a flexural load capacity test. Measured values of capacity and midspan deflection at this ultimate load level are compared with simplified analytical predictions. A description of the actual rehabilitation process used on the Tappan Zee Bridge deck is also provided. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bearing capacity KW - Bridge decks KW - Composite construction KW - Deflection KW - Fatigue (Mechanics) KW - Lightweight concrete KW - Load tests KW - New York (New York) KW - Precast concrete KW - Rehabilitation (Maintenance) KW - Tappan Zee Bridge UR - http://dx.doi.org/10.3141/1696-09 UR - https://trid.trb.org/view/651187 ER - TY - CONF AN - 00789696 JO - Transportation Research Record PB - Transportation Research Board AU - Phares, B M AU - Klaiber, F W AU - Wipf, T J AU - Transportation Research Board TI - LOW-VOLUME ROAD BRIDGE ALTERNATIVE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 178-186 AB - Recent reports indicate that a significant number of the nation's bridges are either structurally deficient or functionally obsolete. A large number of these bridges are on the secondary road system and fall under the jurisdiction of county engineers with limited budgets and engineering staff. In response to this problem, a bridge replacement system was developed for simple span bridges with minimal to no skew that county engineers can design and build with limited resources. The bridge system involves fabrication of precast units consisting of two steel beams connected with a thin reinforced concrete deck. The precast deck thickness is limited to reduce the weight of the units so that they can be fabricated at one site and then easily transported to the bridge site. Multiple units are then connected on site to give the desired width of bridge, after which a reinforced cast-in-place concrete deck is placed over the entire bridge. Development of the design methodology for the steel beam precast unit bridge consisted of four phases. During the initial phase, small-scale bridge components and a full-scale model bridge were constructed and tested in the Iowa State University Structural Engineering Laboratory. These specimens were tested under a variety of loading configurations under service and ultimate loads. After completion of the laboratory testing, finite-element models of the laboratory bridge were developed and validated with data collected during the first phase. The validated finite-element model was then used to extrapolate analyses of common bridge configurations. The results of the analytical investigation were then combined with classic bridge engineering principles into a design methodology that is easy to use and understand. Although it is not discussed in detail, a demonstration project in which this concept was used has recently been completed and tested. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Bridge decks KW - Bridge engineering KW - Cost effectiveness KW - Design KW - Design methods KW - Finite element method KW - Laboratory tests KW - Load tests KW - Low volume roads KW - Prefabricated bridges KW - Reinforced concrete KW - Steel KW - Thickness UR - http://dx.doi.org/10.3141/1696-21 UR - https://trid.trb.org/view/651199 ER - TY - CONF AN - 00789686 JO - Transportation Research Record PB - Transportation Research Board AU - LAMAN, J A AU - Ashbaugh, J R AU - Transportation Research Board TI - HIGHWAY NETWORK BRIDGE FATIGUE DAMAGE POTENTIAL OF SPECIAL TRUCK CONFIGURATIONS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 81-92 AB - A study of the fatigue damage potential of special truck configurations was conducted to facilitate informed decisions by state transportation agencies in considering various truck size and weight and permit policies as well as to provide relative damage information that will be useful in ongoing network damage evaluations. The primary objective was to evaluate 78 existing common and Federal Highway Administration (FHWA)-proposed truck configurations for relative fatigue damage potential. To accomplish this objective, an analytical fatigue evaluation tool was developed to determine the relative fatigue damage induced in highway network bridges by simulation of a highway fleet mix database crossing actual bridges modeled analytically. Additional objectives were to evaluate the influence of impact values and endurance limits used for a fatigue analysis. The semicontinuum analysis method, the Palmgren-Miner hypothesis, and the rain-flow cycle counting algorithm are incorporated. A 39-bridge database statistically selected as representative of bridges in the United States allowed a network level fatigue analysis of several hundred fatigue-prone details. Seventy-eight special truck configurations were studied, 25 of which were developed by FHWA as part of the comprehensive truck size and weight study. The remaining 53 vehicles were taken from the Turner proposal, Michigan, Pennsylvania, Canada, military, AASHTO, and other sources. It was found that fatigue damage potential is primarily a function of axle weight, spacing, and vehicle length instead of gross vehicle weight. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Axles KW - Fatigue (Mechanics) KW - Fatigue damage KW - Highway bridges KW - Length KW - Permits KW - Policy KW - Simulation KW - Size KW - Spacing KW - Truck configurations KW - Trucks KW - Weight UR - http://dx.doi.org/10.3141/1696-11 UR - https://trid.trb.org/view/651189 ER - TY - CONF AN - 00789687 JO - Transportation Research Record PB - Transportation Research Board AU - Takamori, H AU - Fisher, J W AU - Transportation Research Board TI - TESTS OF LARGE GIRDERS TREATED TO ENHANCE FATIGUE STRENGTH SN - 0309071224 PY - 2000 IS - 1696 SP - p. 93-99 AB - Two large-scale fatigue test studies of plate girders are reported on. One study involved a series of coverplated bridge girders with small fatigue cracks that were retrofitted in 1976 as described in NCHRP Report 206. The second study involved plate girders fabricated from HPS-485W (HPS-70W) steel with welded attachments. The Category E' coverplated beams that were removed from the I-95 Yellow Mill Pond Bridge in 1997 had been retrofitted in 1976 by either air hammer peening or gas tungsten arc (GTA) remelting. All details had small fatigue cracks at the time of retrofit. No further fatigue cracking was observed at the coverplate ends after 20 years of service and an estimated 56 million truck passages. The beams were tested at a stress range of 69 MPa (10 ksi). Cracks developed from the root of the transverse end weld and propagated through the weld throat. The fatigue resistance of the treated weld toe details improved to Category C except for one GTA-remelted detail, which exceeded Category D. Another study was carried out on large-scale HPS-485W plate girders with as-welded and ultrasonic-impact treatment (UIT) details. UIT was applied to the weld toe of transverse stiffeners welded to the web and flanges (Category C) and to coverplated ends (Category E'). The as-welded details cracked at their expected fatigue resistance. The UIT transverse stiffeners improved to Category B fatigue resistance, whereas the UIT coverplated details improved to Category C fatigue resistance. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Cracking KW - Fatigue strength KW - Fatigue tests KW - Plate girders KW - Retrofitting KW - Steel KW - Transverse stiffeners KW - Ultrasonic impact treatment KW - Welds UR - http://dx.doi.org/10.3141/1696-12 UR - https://trid.trb.org/view/651190 ER - TY - CONF AN - 00789690 JO - Transportation Research Record PB - Transportation Research Board AU - PAUL, A AU - Transportation Research Board TI - LARGE AND SMALL INCREMENTALLY LAUNCHED STRUCTURES SN - 0309071224 PY - 2000 IS - 1696 SP - p. 122-130 AB - The technology for incrementally launched structures has been known for several decades. It had not been utilized in South Australia until a recent flurry of activity revealed that this method could be economically utilized for both small and large structures. Within 3 years, four structures of various sizes were constructed using the technique. A double-T prestressed concrete recreational jetty was incrementally launched at one of Adelaide's suburban beaches (Brighton Jetty). Twin single-cell prestressed concrete (PSC) box girders were incrementally launched over eight lanes of traffic at a busy signalized suburban road intersection without disruption to traffic (bridge over Port Wakefield Road). Two incrementally launched major bridges were constructed over the River Murray, Australia's longest river. The first structure consisted of steel girders composite with a reinforced concrete deck (Berri Bridge, 330 m long), and the other structure was a single PSC box girder (Blanchetown Bridge, 420 m long). All these structures are mentioned, but the focus is on the PSC box girder structures. Construction problems associated with the use of permanent bearings as launch bearings and the sensitivity of box girders to construction tolerances are discussed, and the lessons to be learned are presented. Finally, an unsuccessful attempt to monitor the long-term prestress of the Blanchetown Bridge using state-of-the-art optical fiber technology is discussed, including the reasons for its failure and possible improved future methodology. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Berri Bridge KW - Blanchetown Bridge KW - Box girder bridges KW - Bridge bearings KW - Bridge decks KW - Brighton Jetty KW - Composite structures KW - Construction KW - Girders KW - Jetties KW - Launching (Construction) KW - Monitoring KW - Optical fibers KW - Port Wakefield Road Bridge KW - Prestressed concrete bridges KW - Problem solving KW - Reinforced concrete KW - South Australia KW - Steel KW - Tolerances (Engineering) UR - http://dx.doi.org/10.3141/1696-15 UR - https://trid.trb.org/view/651193 ER - TY - CONF AN - 00789694 JO - Transportation Research Record PB - Transportation Research Board AU - Elgaaly, M AU - Seshadri, A AU - Rodriquez, R AU - Ibrahim, S AU - Transportation Research Board TI - BRIDGE GIRDERS WITH CORRUGATED WEBS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 162-170 AB - In plate girders, the use of corrugated webs permits the use of thin web plates without stiffeners, which reduces the cost of beam fabrication and improves fatigue life. Experimental and analytical studies on the behavior of girders with corrugated webs were conducted that have led to design recommendations. For girders with corrugated webs subjected to shear, it was noted from the experimental as well as the analytical results that failure of the web occurs because of local or global shear buckling, which depends on the corrugation configuration. For girders with corrugated webs subjected to uniform bending, the failure was due to yielding and vertical buckling of the compression flange into the web. The test and analytical results indicate that the web offered negligible contribution to the moment-carrying capacity of the beam, and the ultimate moment capacity may be calculated on the basis of the flange yielding, ignoring any contribution from the web. The behavior of girders with corrugated webs under in-plane compressive edge loads applied directly on the top flange was investigated, and design recommendations are made. Tests to examine the behavior of girders with corrugated webs under repeated loads are few. The results from the available tests are reported and compared with the results from tests on conventionally stiffened girders with flat webs. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Bending KW - Buckling KW - Corrugated webs KW - Costs KW - Fatigue strength KW - Flanges KW - Moments (Mechanics) KW - Plate girders KW - Repeated loads KW - Shear strain UR - http://dx.doi.org/10.3141/1696-19 UR - https://trid.trb.org/view/651197 ER - TY - CONF AN - 00789676 JO - Transportation Research Record PB - Transportation Research Board AU - Svensson, H S AU - Transportation Research Board TI - BRIDGE AESTHETICS: GUIDELINES FOR THE NEW MILLENNIUM SN - 0309071224 PY - 2000 IS - 1696 SP - p. 1-9 AB - The design of attractive bridges does not happen by chance, nor does it exclusively depend on some elusive "feel" that is only given to a chosen few. Constant conscious examination of existing bridges to find out why they are beautiful or ugly educates aesthetic awareness. Aesthetic guidelines can help to find a good shape or to check the shaping of bridges. Important aesthetic criteria are clear structural statements; good proportions; order; compatibility with the surroundings, including coloring; and, above all, simplicity. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Bridges KW - Color KW - Design KW - Guidelines KW - Proportion KW - Shape UR - http://dx.doi.org/10.3141/1696-01 UR - https://trid.trb.org/view/651179 ER - TY - CONF AN - 00789683 JO - Transportation Research Record PB - Transportation Research Board AU - Al-Mahaidi, R AU - TAPLIN, G AU - Giufre, A AU - Transportation Research Board TI - LOAD DISTRIBUTION AND SHEAR STRENGTH EVALUATION OF AN OLD CONCRETE T-BEAM BRIDGE SN - 0309071224 PY - 2000 IS - 1696 SP - p. 52-62 AB - There are about 330 T-beam bridges in the Australian state of Victoria that were built before 1950. Australia-wide there are nearly 1,000 of these early T-beam bridges. The shear capacity of these bridges, when assessed in accordance with current codes of practice, is in some cases not adequate for the current design loading. In 1996, VicRoads, the Victorian state road authority, initiated a project to enable a more accurate assessment of the shear capacity of these bridges to be made so that decisions on load rating or replacement could be made. An analysis of an existing reinforced concrete T-beam bridge that had been identified for a load test to failure was commissioned. The purpose of the analysis was to predict the load distribution behavior and the ultimate strength and to advise on the testing and monitoring program. After successful load testing of the bridge, a comprehensive analysis of the observed behavior was carried out and compared with the theoretical models. The pre- and posttesting analysis, which was undertaken with linear and nonlinear finite element analysis and with the modified compression field theory, are described and the analysis results are compared with the real behavior of the tested bridge. In particular, the load distribution in the elastic range and the ultimate shear strength of the reinforced concrete T-beams are discussed. The consequences of these findings on the load rating procedures are discussed, and a strategy for rating old reinforced concrete T-beam bridges is outlined. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Australia KW - Bearing capacity KW - Design load KW - Finite element method KW - Load rating (Bridges) KW - Load tests KW - Load transfer KW - Reinforced concrete bridges KW - Shear strength KW - T beams KW - Ultimate strength UR - http://dx.doi.org/10.3141/1696-08 UR - https://trid.trb.org/view/651186 ER - TY - CONF AN - 00789679 JO - Transportation Research Record PB - Transportation Research Board AU - Hollinghurst, E AU - Transportation Research Board TI - FLINTSHIRE BRIDGE (PONT SIR Y FFLINT), WALES: DESIGN AESTHETICS AND INNOVATION SN - 0309071224 PY - 2000 IS - 1696 SP - p. 25-30 AB - Acclaimed winning design of the competition to devise the new River Dee crossing, the landmark Flintshire Bridge in Wales, United Kingdom, opened on March 6, 1998, by Her Majesty the Queen, defines new levels of excellence in engineering design and technology. A long-span, cable-stayed asymmetric concrete structure, it represents a radical resolution of major environmental, aesthetic, and technological problems, resulting in significant advances in the techniques of modern bridge building. A demonstration of the state of the art in civil engineering, it has won local and national praise. The impact of the use of concrete in relation to aesthetics, engineering, and architecture is discussed, in particular the use of a project as a pilot scheme for the development of a new specification for internally grouted posttensioned concrete following the collapse of a bridge in Wales due to corrosion. The innovation relating to the inherent instability of parallel strands (stay cables) in rain and light wind is discussed, together with the resulting innovations to overcome associated problems. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Cable stayed bridges KW - Concrete bridges KW - Design KW - Flintshire Bridge KW - Innovation KW - Internally grouted prestressed concrete KW - Long span bridges KW - Posttensioning KW - Specifications KW - Wales UR - http://dx.doi.org/10.3141/1696-04 UR - https://trid.trb.org/view/651182 ER - TY - CONF AN - 00789681 JO - Transportation Research Record PB - Transportation Research Board AU - Peterman, R J AU - Ramirez, J A AU - Olek, J AU - Transportation Research Board TI - DESIGN OF SEMILIGHTWEIGHT BRIDGE GIRDERS: DEVELOPMENT-LENGTH CONSIDERATIONS SN - 0309071224 PY - 2000 IS - 1696 SP - p. 41-47 AB - In a recent study, 25 development-length tests were conducted on rectangular and T-shaped semilightweight beams having design compressive strengths of 48 MPa (7,000 psi) and 69 MPa (10,000 psi). In the rectangular beam tests, the design moment capacity was exceeded in every case. However, in the tests on T-shaped beams, bond failure occurred in some specimens immediately after the formation of a flexure-shear crack. Additional tests were then conducted on similar T-shaped beams having varying amounts of transverse reinforcement near the point load. These tests showed that bond failure could be prevented by increasing the transverse reinforcement near the point of maximum moment. The study showed that the shift in the tension force that occurs when flexural cracks turn diagonally may lead to bond failure if sufficient anchorage of the strand is not provided. Therefore, the investigators recommend that the current AASHTO requirements for strand development be enforced at a "critical section" located at a distance d sub p from the point of maximum moment toward the free end of the strand, where d sub p is the distance from the extreme compression fiber to the centroid of the prestressed reinforcement. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Bonds KW - Compressive strength KW - Cracking KW - Failure KW - Flexure KW - Girders KW - Laboratory tests KW - Lightweight concrete KW - Moments (Mechanics) KW - Rectangular beams KW - Semilightweight concrete KW - T beams KW - Transverse reinforcement UR - http://dx.doi.org/10.3141/1696-06 UR - https://trid.trb.org/view/651184 ER - TY - CONF AN - 00789677 JO - Transportation Research Record PB - Transportation Research Board AU - Figg, E C AU - Transportation Research Board TI - QUANTITATIVE APPROACH TO BRIDGE AESTHETICS FOR THE 21ST CENTURY SN - 0309071224 PY - 2000 IS - 1696 SP - p. 10-16 AB - Many important qualities must be considered for the proper aesthetic design of bridges to develop harmony with their environment. Methodologies for segmental bridge design that create bridges that preserve the existing landscapes and complement, and even enhance, their settings are examined. Bridges considered have received 123 design awards in the past 21 years, including 3 Presidential Awards through the National Endowment for the Arts. Proper scale and proportions of various bridge members to create balanced and slender appearances are quantified, including proper span-to-depth and pier width-to-height ratios for graceful structures. The design methodology for aesthetics includes a quantitative and qualitative sorting of natural site features to determine appropriate shapes for the superstructure and substructure. Criteria for selecting and evaluating the visual effects of shape, shadows, vistas, color, textures, and the use of native materials are addressed. Quantification of the cost of aesthetic decisions and determination of aesthetic value are addressed for different elements of these bridges. Case studies are used to quantify aesthetic features for such bridges as the Natchez Trace Parkway Arches [first precast concrete arches with 177-m (582-ft) main arch span], Tennessee; Sunshine Skyway Bridge, Florida; Linn Cove Viaduct, North Carolina; Hanging Lake Viaduct, Colorado; and Wabasha Street Bridge, Minnesota. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Awards KW - Bridges KW - Case studies KW - Color KW - Costs KW - Design KW - Environment KW - Proportion KW - Shape KW - Texture KW - Valuation UR - http://dx.doi.org/10.3141/1696-02 UR - https://trid.trb.org/view/651180 ER - TY - CONF AN - 00789682 JO - Transportation Research Record PB - Transportation Research Board AU - Callicutt, E AU - Transportation Research Board TI - SPECIAL-DESIGN PRECAST CONCRETE BEAMS FOR SIDNEY LANIER BRIDGE REPLACEMENT PROJECT SN - 0309071224 PY - 2000 IS - 1696 SP - p. 48-51 AB - The Sidney Lanier Bridge Replacement Project is a $100 million undertaking in Brunswick, Georgia, that will lead to the replacement of an existing 40-year-old steel lift-span structure. The approach bridges that lead to the project's main-span unit consist of 16 spans of 36.6-m (120-ft) Type V AASHTO girders. The special-design beams are 2.3 m (7.5 ft) deep, are erected as simply supported members and are then made into two-span continuous units by longitudinal posttensioning, and are rigidly connected transversely with cast-in-place diaphragms. The riding surface is a cast-in-place concrete deck constructed on stay-in-place metal forms. The 54.9-m (180-ft) beams, supported by hollow tapered concrete piers with hammerhead caps, are founded on 1.2-m (48-in.) drilled shafts. Wet-hole construction methods with bentonite slurry were required for the drilled shafts. The bridge piers are over land and water, and large cofferdams were required to facilitate construction. Additionally, the sizes of the cast-in-place footings and hammerhead pier caps required mass concrete thermal considerations. The approach bridges lead to the main-span portion of the project, which will be a 762-m (2,500-ft) concrete, cable-stayed unit with a 381-m (1,250-ft) center span. The design, casting, and erection of these beams, and construction of the substructure, posed many challenges to the Georgia Department of Transportation designers and contractors. These beams are among the longest erected in Georgia. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Beams KW - Bridge decks KW - Bridge piers KW - Brunswick (Georgia) KW - Cofferdams KW - Concrete bridges KW - Design KW - Drilled shafts KW - Footings KW - Long span bridges KW - Pier caps KW - Posttensioning KW - Precast concrete KW - Sidney Lanier Bridge (Georgia) UR - http://dx.doi.org/10.3141/1696-07 UR - https://trid.trb.org/view/651185 ER - TY - CONF AN - 00789680 JO - Transportation Research Record PB - Transportation Research Board AU - Pielstick, B H AU - Transportation Research Board TI - BRIDGE AESTHETICS FOR BROADWAY BRIDGE REPLACEMENT: DAYTONA BEACH, FLORIDA SN - 0309071224 PY - 2000 IS - 1696 SP - p. 31-40 AB - As the gateway to the beaches of Daytona Beach, Florida, the new Broadway Bridge will be a signature bridge for the community. Mosaic tile murals up to 3 m in height will be incorporated around the columns of the new bridge, as will mosaic panels along the sidewalk handrail. The bridge will also feature ornamental handrail and light fixtures with aesthetic lighting that will display this high-profile structure to the surrounding skyline of Daytona Beach. Additional plantings and fountains will be provided with a grand architectural entrance welcoming visitors to Daytona Beach and onto this signature bridge. The glass tile mosaic art will feature manatees, dolphins, and other nature scenes with species endemic to Florida. Special reviews and approval of the art scenes will be done by the architect of record before fabrication of the large pieces. The Broadway Bridge replacement is being constructed with twin, precast, segmental concrete bridges erected by balanced cantilever construction with an overhead gantry system. The construction includes a cast-in-place, posttensioned flat-slab section on the west end. Each bridge will have a 20-m vertical clearance over the 38-m-wide navigational channel. The bridges will be approximately 918 m in length, with spans varying from 30 to 80 m. The span length variation with structure height will add to the overall aesthetic features of this signature bridge. Graceful lines developed by the segmental design and the additional architectural features provided by the mosaic inlays, lighting, plantings, and fountain make the Broadway Bridge unique and a beautiful addition to the Daytona Beach area. U1 - Fifth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation.Tampa, Florida StartDate:20000403 EndDate:20000405 Sponsors:Transportation Research Board; Federal Highway Administration; American Association of State Highway and Transportation Officials; and Florida Department of Transportation. KW - Aesthetics KW - Art KW - Bridge railings KW - Broadway Bridge KW - Concrete bridges KW - Design KW - Florida KW - Fountains KW - Lighting KW - Mosaic tile murals KW - Plants KW - Vertical clearance (Bridges) UR - http://dx.doi.org/10.3141/1696-05 UR - https://trid.trb.org/view/651183 ER - TY - RPRT AN - 00784635 AU - Gordon, D R AU - Miller, A A AU - Renda, M T AU - Slapcinsky, J L AU - Jones, D A AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - FLORIDA NATIVE TURFGRASS INVESTIGATION PY - 2000 SP - 86 p. AB - This research examined the potential use of native grass species that form turf for soil stabilization along roadside rights-of-way in Florida. The research was conducted at a coastal and an inland site since the potential use for a specialized native sod exists in both types of habitats. KW - Coastal regions KW - Florida KW - Grasses KW - Habitat (Ecology) KW - Inland regions KW - Native plants KW - Roadside KW - Soil stabilization KW - Turf UR - https://trid.trb.org/view/637068 ER - TY - RPRT AN - 00784625 AU - Federal Highway Administration TI - LTPP: 1999 YEAR IN REVIEW PY - 2000 SP - 9 p. AB - Throughout 1999, the Long Term Pavement Performance (LTPP) program of the Federal Highway Administration continued its quest to provide the information and data that highway engineers and managers need to design, build, and maintain cost-effective and long-lived roads. This report outlines the program's 1999 accomplishments in each of its program areas and provides an overview of key initiatives that LTPP will be pursuing in 2000. KW - Data collection KW - Information processing KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Research UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/99year.cfm UR - https://trid.trb.org/view/637058 ER - TY - RPRT AN - 00783664 AU - Federal Highway Administration TI - A CHANGE FOR THE BETTER: LINKING TRANSPORTATION, COMMUNITY AND PEOPLE - CRAFTING SOLUTIONS PY - 2000 SP - 20 p. AB - The stories in this booklet demonstrate the success of the Relocation Assistance Program. The flexibility of the program makes sure that people and business affected by road construction are treated fairly. The community gets the roads it needs to grow and prosper. The people get the opportunity to grow with a nwighborhood and enjoy a better community. KW - Businesses KW - Communities KW - Neighborhoods KW - Persons and personal characteristics KW - Relocation assistance KW - Road construction UR - https://trid.trb.org/view/636804 ER - TY - RPRT AN - 00783652 AU - Department of Transportation AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - VEHICLE MILES TRAVELED (VMT) GROWTH AND IMPROVED AIR QUALITY: HOW LONG CAN PROGRESS CONTINUE? PY - 2000 SP - 12 p. AB - This brochure examines whether reductions in motor vehicles' volatile organic compounds and nitrogen oxide emissions rates likely to result from recently adopted control strategies could be offset by continuing vehicle-miles traveled growth during the foreseeable future. It also investigates how rapidly motor vehicle emissions of various pollutants might resume growing if their long-term decline is reversed, and compares the potential future increase in emissions to their historical decline. Finally, the analysis explores how this potential increase in motor vehicle emissions might be postponed by further tightening of new-car emissions standards or other proposed emissions control strategies that have not yet been developed. KW - Air quality KW - Emission control systems KW - Exhaust gases KW - Improvements KW - Motor vehicles KW - Nitrogen KW - Organic compounds KW - Oxides KW - Pollutants KW - Strategic planning KW - Vehicle miles of travel KW - Volatile organic compounds KW - Volatility UR - https://trid.trb.org/view/636793 ER - TY - RPRT AN - 00783655 AU - Department of Transportation AU - Federal Highway Administration TI - YOUR RIGHTS AND BENEFITS AS A DISPLACED PERSON UNDER THE FEDERAL RELOCATION ASSISTANCE PROGRAM PY - 2000 SP - 46 p. AB - This brochure provides general information regarding relocation assistance advisory services and relocation payments. Section I contains information important to persons displaced from residences. Section II provides information about relocation assistance advisory services. Section III contains information for displaced businesses, farms and nonprofit organizations. KW - Benefits KW - Businesses KW - Displaced persons KW - Farming KW - Households KW - Legal rights KW - Nonprofit corporations KW - Payment KW - Property acquisition KW - Relocation assistance KW - Residential areas UR - https://trid.trb.org/view/636796 ER - TY - RPRT AN - 00783653 AU - Federal Highway Administration TI - ACQUIRING REAL PROPERTY FOR FEDERAL AND FEDERAL-AID PROGRAMS AND PROJECTS: UNIFORM RELOCATION ASSISTANCE AND REAL PROPERTY ACQUISITION POLICIES ACT OF 1970 AS AMENDED BY THE UNIFORM RELOCATION ACT AMENDMENTS OF 1987 PY - 2000 SP - 20 p. AB - Government agencies often need to acquire private property for public programs or projects. This kind of acquisition has long been recognized as a right of organized government and is known as "the power of eminent domain". However, our governments cannot abuse this power. The Fifth Amendment of our Constitution states that private property shall not "be taken for public use, without just compensation". The Fourteenth Amendment provides comparable protection against abuse by State governments. This brochure explains the rights and benefits of property owners whose real property is to be acquired, in whole or in part, for a federally funded program or project. KW - Benefits KW - Eminent domain KW - Federal aid KW - Fifth amendment to the constitution KW - Fourteenth amendment to the constitution KW - Legal rights KW - Property acquisition UR - https://trid.trb.org/view/636794 ER - TY - RPRT AN - 00815851 AU - Wojcik, G S AU - Fitzjarrald, D R AU - State University of New York, Albany AU - New York State Department of Transportation AU - Federal Highway Administration TI - HEAT EXCHANGE MODELING FOR THE CURING PROCESS OF CONCRETE PY - 1999/12/31 SP - 54 p. AB - This report describes the field campaign and subsequent data analysis for the June 1999 bridge project at the Route 30 bridge over the South Chuctanunda Creek in Montgomery County, New York. The two purposes of this work were 1) to make more detailed measurements of the bridge environment than has been done in the past to better understand the energy budget of a curing concrete bridge and 2) to provide atmospheric boundary conditions to a model of curing concrete. New measurements included direct sensible and latent heat fluxes above the bridge, sensible heat flux below the bridge, top surface concrete heat flux with heat flux plates, and air temperatures between the beams. It was estimated that the amount of heat that was conducted toward the top surface during the peak internal temperatures was around 390 Wm-2. This heat was removed most efficiently by the runoff water heat flux (150 Wm-1), while the latent heat flux and net radiation each accounted for about 100 Wm-2. Heat loss below the bridge amounts to no more than 15% of the amount of heat removed at the top of the bridge. In computing the runoff water heat flux, it was determined that the water that hits the top surface of the bridge does not reach the wet-bulb temperature of the air, as assumed in the past. Such as assumption can lead to errors in this budget term of up to 80 Wm-2. About 95% of the water pumped onto the bridge runs off the bridge, with only 5% evaporating. From the energy budgets, it was estimated that after 24 hours, this concrete bridge released about 210 kJ/kg-solid, which is in good agreement with calorimetry estimates. KW - Bridge decks KW - Concrete curing KW - Field studies KW - Heat exchange KW - Heat flux KW - Mathematical models KW - Measurement KW - Montgomery County (New York) UR - http://www.utrc2.org/research/assets/29/heatex1.pdf UR - http://ntl.bts.gov/lib/18000/18200/18296/PB2001107696.pdf UR - https://trid.trb.org/view/690532 ER - TY - RPRT AN - 00784606 AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - WIRELESS COMMUNICATION SPECTRUM GUIDELINES FOR ITS PY - 1999/12/01 SP - 127 p. AB - Various RF propagation models have been introduced for different frequency bands. These models can be characterized into two different classes. The first class is called deterministic and the second stochastic. Both of these techniques were utilized in a recent study performed in South Florida. The study consisted of propagation measurements taken in the 2400-2483.5 MHz Instrumentation, Scientific, and Medical (ISM) frequency band. The measurements performed in the study were then put into the Hata-Okumura propagation model. The results from the Hata-Okumura model were then imported into Mathcad. The result of this was a simulation based on propagation model seeded by experimental measurements. This simulation-based model consists of a propagation prediction model, a terrain database, and a subsystem of various Mathcad programs to simulate coverage patterns in terms of path loss and bit error rate. Simulations are presented based on the prevalent Hata-Okumura propagation model as well as the proposed propagation model. Overall, results were well within expectations despite propagation measuring constraints. The Mathcad model has been shown to be a viable method of simulation propagation coverage. This approach towards simulation can in the near future provide a speedy and economic service to communications system design engineers. KW - Computer models KW - Electromagnetic spectrum KW - Intelligent transportation systems KW - Radio frequency KW - Radio wave propagation KW - Simulation KW - System design KW - Wireless communication systems UR - https://trid.trb.org/view/637039 ER - TY - RPRT AN - 01104283 AU - Lockheed Martin AU - Federal Highway Administration TI - National ITS Architecture Theory of Operations PY - 1999/12 SP - 130p AB - The document chapters are structured as follows: Introduction; Executive Summary; An overview of the National ITS Architecture definition, operational concepts, and consensus based choices made in its development, as they pertain to this document. Assumptions This chapter describes the deployments/implementations used in the Theory of Operations; Operational Overview Organized by user services, this chapter describes the operation of the National ITS Architecture from a combined user/institutional and system perspective. The system perspective includes the subsystem processing and architecture flow communications required to implement the user services. The user perspective identifies the user interactions with the ITS; Operational and Interoperability Issues This chapter identifies key operational and interoperability issues and outlines the options that were considered in the National ITS Architecture development and the strategies chosen for addressing them. Issues addressed include: infrastructure based route selection; robustness to spatially different deployments; interjurisdictional issues; predictive modeling of link travel-time and congestion; development of public-private partnership models; and deployment of low cost and ubiquitous wireless communication services. KW - Advanced traffic management systems KW - Automation KW - Highway traffic control KW - Information systems KW - Information technology KW - Intelligent transportation systems KW - System architecture KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17000/17016/PB2000106865.pdf UR - https://trid.trb.org/view/863801 ER - TY - RPRT AN - 01103785 AU - Sanders, Frank H AU - National Telecommunications and Information Administration AU - Federal Highway Administration TI - Measured Occupancy of 5850-5925 MHz and Adjacent 5-GHz Spectrum in the United States PY - 1999/12 SP - 44p AB - Dedicated short-range communication (DSRC) systems have been proposed for operation at locations across the United States in the 5850- to 5925-MHz band. To establish electromagnetic compatibility between DSRC and other 5-GHz systems, it is necessary to understand current and future occupancy of this spectrum. This report summarizes results of measurements made in 5-GHz spectrum for the Federal Highway Administration (FHWA) of emissions from high-power radars and a fixed satellite service (FSS) earth station. Results of 5-GHz spectrum survey measurements in major metropolitan areas are also included. KW - Broadband KW - Communication systems KW - Electromagnetic compatibility KW - Electromagnetic properties KW - Frequency allocation KW - Telecommunications KW - Transmission KW - Transportation planning KW - United States UR - http://ntl.bts.gov/lib/16000/16100/16176/PB2000102872.pdf UR - https://trid.trb.org/view/863462 ER - TY - RPRT AN - 01103323 AU - Jiang, Yi AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Indiana Freeway Traffic Characteristics and Dynamic Prediction of Freeway Traffic Flows PY - 1999/12//Final Report SP - 156p AB - Traffic volumes on Indiana's roadways have increased significantly in the past years. During the period between 1989 and 1993, traffic volumes increased 20.2% on Indiana's urban interstate freeways and expressways, and 13.1% on rural interstates. The increasing traffic volumes have caused congestion and therefore additional costs to highway users. Basically, there are two options to alleviate traffic congestion. The first option is to add new highway lanes and the second one is to use the existing roadways more efficiently. Construction of new highways has been much limited by the budget and other restrictions. Therefore, efficient operation of the existing roadways is often the only practical solution to traffic delay and congestion problems. The objective of this study was to analyze Indiana freeway characteristics, find freeway capacities and to develop methods or models for real-time prediction of freeway traffic flow characteristics. In this report, the traffic characteristics of Indiana freeways are analyzed and discussed. Traffic measures are summarized in terms of average hourly traffic (AHT), average daily traffic (ADT), and average vehicle speed. Also presented are other traffic characteristics such as proportions of heavy vehicles, land distributions, daily variations, and capacity values. A dynamic traffic prediction model was developed using the Kalman Predictor method in combination with the time series theory. With the prediction model, the traffic flow on a given freeway in the next time interval can be predicted using real time traffic data of the current and past one or several time intervals. KW - Average daily traffic KW - Freeway operations KW - Highway capacity KW - Indiana KW - Peak hour traffic KW - Traffic congestion KW - Traffic data KW - Traffic flow KW - Traffic volume KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16200/16267/PB2000103291.pdf UR - https://trid.trb.org/view/860514 ER - TY - RPRT AN - 01103247 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Vision Statement PY - 1999/12 SP - 26p AB - Intelligent Transportation Systems. ITS. A dream in 1992, initiated by a small piece of a far-reaching transportation bill a year earlier. Twenty years later, in 2012, this seed has been nurtured through the enthusiasm of the public and through a partnership of public and private investments into the base for a 21st century marvel: the nationwide Intelligent Transportation System. The National ITS Architecture would provide guidance on how to deploy and integrate interoperable systems that would move roadway transportation into the 21 century. The result has been the proliferation of improved traffic management techniques, advanced information technologies, driver aids, and vehicle safety enchancments. KW - Architecture KW - Driver information systems KW - Intelligent transportation systems KW - Public transit KW - Regional planning KW - Traffic safety KW - Transportation planning KW - Vehicle safety UR - http://ntl.bts.gov/lib/17000/17000/17012/PB2000106861.pdf UR - https://trid.trb.org/view/860608 ER - TY - RPRT AN - 01103237 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Executive Summaries PY - 1999/12 SP - 24p AB - The National ITS Architecture provides a common structure for the design of intelligent transportation systems. It is not a system design nor is it a design concept. What it does is define the framework around which multiple design approaches can be developed, each one specifically tailored to meet the individual needs of the user, while maintaining the benefits of a common architecture noted above. The architecture defines the functions (e.g., gather traffic information or request a route) that must be performed to implement a given user service, the physical entities or subsystems where these functions reside (e.g., the roadside or the vehicle), the interfaces/information flows between the physical subsystems, and the communication requirements for the information flows (e.g., wireline or wireless). In addition, it identifies and specifies the requirements for the standards needed to support national and regional interoperability, as well as product standards needed to support economy of scale considerations in deployment. KW - Information systems KW - Information technology KW - Intelligent transportation systems KW - Public transit KW - Traffic congestion KW - Traffic flow KW - Transit operating agencies KW - Wireless communication systems UR - http://ntl.bts.gov/lib/17000/17000/17011/PB2000106860.pdf UR - https://trid.trb.org/view/860594 ER - TY - RPRT AN - 01103200 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Logical Architecture: Volume 3. Data Dictionary PY - 1999/12 SP - 580p AB - The formatted version of the Teamwork model data dictionary is mechanically produced from the Teamwork CDIF (Case Data Interchange Format) output file. It is an accurate reproduction of the actual model data, but reformatted for easier use. The discussion describes the process steps and the resulting document structure. KW - Data banks KW - Data collection KW - Data dictionaries KW - Data quality KW - Data storage KW - Database management systems KW - Intelligent transportation systems KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17000/17015/PB2000106864.pdf UR - https://trid.trb.org/view/860599 ER - TY - RPRT AN - 01103156 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Mission Definition PY - 1999/12 SP - 89p AB - The National ITS Architecture Mission Definition includes the system level concepts and requirements that document the fundamental needs which will be fulfilled by a successful ITS architecture. It provides a representation of the system that is useful for conveying the ideas for future improved transportation systems to the general public. The Mission Definition contains a concise mission statement explaining the purpose of the National ITS Architecture. The mission is defined, based on ITS architecture goals and objectives, in such a manner that it can be accomplished across diverse operational scenarios and deployment timeframes. KW - Architecture KW - Computers KW - Driver information systems KW - Information systems KW - Information technology KW - Intelligent transportation systems KW - Public transit KW - Transit operating agencies UR - http://ntl.bts.gov/lib/17000/17000/17013/PB2000106862.pdf UR - https://trid.trb.org/view/860601 ER - TY - RPRT AN - 01103138 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Logical Architecture: Volume I PY - 1999/12//Volume I SP - 275p AB - The Logical Architecture is based on a high level Computer Aided Systems Engineering (CASE) model of the functional requirements for the flow of data and control through the Intelligent Transportation System (ITS). Structured Data Flow Diagrams and Specifications are presented in this section to illustrate the decomposition of the Department of Transportation User Services Requirements as well as specific strategic requirements to processes and information flow. The Logical Architecture CASE model further depicts the input (source) terminators and output (sink) terminators of the entire ITS and defines the information flow into and out of the system. It is the formal representation of the ITS operational concept described in the Theory of Operations Document. The Logical Architecture is first illustrated as a single function to show the external inputs (sources) and outputs (sinks) by the System Context Diagram. This is then decomposed in the highest level of Data Flow Diagram (DFD) to show the highest level process bubbles in the ITS. These bubbles are then further decomposed into lower levels. At the lowest level of this decomposition are the actual Process Specifications (P-Specs). KW - Architecture KW - Communication systems KW - Data collection KW - Intelligent transportation systems KW - Public transit KW - System architecture KW - Transit operating agencies KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17900/17904/PB2001104975.pdf UR - https://trid.trb.org/view/860595 ER - TY - RPRT AN - 01103126 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Logical Architecture: Volume 2. Process Specifications PY - 1999/12 SP - 485p AB - The ITS architecture goals are summarized as follows: Increase operational efficiency and capacity of the transportation system; Enhance personal mobility and the convenience and comfort of the transportation system; Improve the safety of the Nation's transportation system; Reduce energy consumption and environmental costs; Enhance the present and future economic productivity of individuals, organizations and the economy as a whole; and Create an environment in which the development and deployment of ITS can flourish. The document contains the process specifications for the ITS Logical Architecture. KW - Architecture KW - Data collection KW - Data storage KW - Intelligent transportation systems KW - Mobility KW - System architecture KW - Traffic data KW - Traffic surveillance KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17000/17014/PB2000106863.pdf UR - https://trid.trb.org/view/860596 ER - TY - RPRT AN - 01025724 AU - Bloch, Raymond AU - Klintworth, Eric AU - Sharp Technologies, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Ohio Department of Transportation Wastewater Treatment Plant Telemetry Monitoring Pilot Project PY - 1999/12//Final Report SP - 154p AB - With the increased scrutiny placed on operators of roadside rest stops to maintain system operation within environmental regulatory requirements and maintain low cost operations, the Ohio Department of Transportation (ODOT) in conjunction with the U.S. Department of Transportation, Federal Highway Administration, commissioned the implementation of a wastewater treatment plant telemetry monitoring pilot project. This project incorporated the implementation of a state-of-the-art SCADA (supervisory control and data acquisition) system providing ODOT operators and management the ability to remotely monitor and control operations of the Rt. 32 Rest Stop Wastewater Treatment plant. This rest stop is located in Pike County approximately 100 miles south of Columbus, Ohio. The system was retrofitted with new analog and discrete instrumentation tied to a local programmable controller. The programmable controller was designed with the ability for remote operation by ODOT supervisory personnel to access information via phone modem. The control scheme at the wastewater treatment plant was enhanced and modified to minimize ammonia discharge from the facility. This was accomplished by using the existing package treatment system and, through software logic in the programmable controller, modifying the operation from a strictly timed operation into a sequencing batch reactor. KW - Ammonia KW - Costs KW - Environmental monitoring KW - Instrumentation KW - Logic (Mathematics) KW - Modems KW - Programmable controller KW - Remote control KW - Roadside rest areas KW - Sequencing batch reactor KW - Sewage treatment KW - Supervisory control and data acquisition KW - Telemetry UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A43520789 UR - https://trid.trb.org/view/782306 ER - TY - RPRT AN - 00970591 AU - Barnes, R W AU - Burns, N H AU - KREGER, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT LENGTH OF 0.6-INCH PRESTRESSING STRAND IN STANDARD I-SHAPED PRETENSIONED CONCRETE BEAMS PY - 1999/12 SP - 338 p. AB - The use of 0.6-in. prestressing strand at a center-to-center spacing of 2 in. allows for the optimal implementation of High Strength Concrete (HSC) in precast, prestressed concrete bridge superstructures. For this strand configuration, partial debonding of strands is a desirable alternative to the traditional method of draping to alleviate extreme concrete stresses after prestress release. Experimental evidence suggests that existing code provisions addressing the anchorage of pretensioned strands do not adequately describe their behavior. In addition, the anchorage behavior of partially debonded strands is not fully understood. Results are reported from a research study conducted to determine the anchorage behavior of 0.6-in. strands at 2 in. spacing in full-size, plant-cast AASHTO Type I I-beams. Concrete strengths ranged up to 15,000 psi. Strand featured either a bright mill finish or a rusted surface condition. A variety of strand debonding configurations were investigated. The use of pull-out capacities and strand draw-in measurements to predict the anchorage behavior of prestressing strands was also examined. Along with recommended design procedures for anchorage of prestressing strand, a review of the evolution and shortcomings of existing code provisions is presented. The use of this strand configuration is concluded to be safe, and partial debonding of prestressing strands is shown to be an effective means of reducing stresses in the end regions of pretensioned beams. KW - Anchorages KW - Debonding KW - Development length KW - High strength concrete KW - I beams KW - Precast concrete KW - Prestressed concrete KW - Prestressing strands KW - Pretensioning KW - Stresses UR - http://www.utexas.edu/research/ctr/pdf_reports/1388_1.pdf UR - https://trid.trb.org/view/696563 ER - TY - RPRT AN - 00939362 AU - Singla, S AU - Federal Highway Administration TI - DEMONSTRATION PROJECT 103: DESIGN & CONSTRUCTION MONITORING OF SOIL NAIL WALLS, PROJECT SUMMARY REPORT PY - 1999/12 SP - 44 p. AB - The purpose of Demonstration Project 103 was to introduce the concept of soil nailing use into the American transportation construction practice. The Manual for Design and Construction Monitoring of Soil Nail Walls ( FHWA-SA-96-069R) and Soil Nailing Field Inspectors Manual (FHWA-SA-93-068) were published as a part of this demonstration project. Also, GOLDNAIL (soil nail design software) was developed and distributed through this demonstration project. This report is a summary of the activities of Demonstration Project 103. It includes the history, concept, construction procedures and cost data for soil nail walls. KW - Construction KW - Costs KW - Demonstration projects KW - Design KW - GOLDNAIL KW - Inspection KW - Manuals KW - Monitoring KW - Software KW - Soil nailing KW - Walls UR - http://www.fhwa.dot.gov/engineering/geotech/research/if99026.pdf UR - http://ntl.bts.gov/lib/16000/16100/16168/PB2000102859.pdf UR - https://trid.trb.org/view/731024 ER - TY - RPRT AN - 00933877 AU - Hunter, M AU - Machemehl, R B AU - Tsyganov, A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - REEVALUATION OF RAMP DESIGN SPEED CRITERIA PY - 1999/12 SP - 230 p. AB - Current freeway entry ramp design speed criteria were evaluated through observations of twenty ramps in four Texas cities. Field observations of ramp and freeway traffic speed-distance relationships were made using videotaping methods. Traffic operations were described in terms of ramp and freeway right-lane speeds and accelerations, as well as ramp driver merging locations, accepted time gap sizes, and freeway time headways. The researchers determined that observed ramp driver acceleration rates and AASHTO values were comparable. For virtually all observations, ramp driver speeds are found to be greater than 50% of the freeway design speed, leading to a recommendation that the design policy provision allowing ramp design speeds to be as small as 50% of the freeway design speed be deleted. The ability of entry ramp drivers to see, prior to reaching the ramp gore, freeway right-lane traffic, into which merging is intended, was found to be very important. This finding led to a recommendation that the AASHTO acceleration lane should be considered to begin only when ramp drivers have an unobstructed view of freeway right-lane traffic. KW - Acceleration lanes KW - Cities KW - Design speed KW - Distance KW - Freeways KW - Headways KW - Merging traffic KW - On ramps KW - Ramps KW - Right traffic lane (Freeways) KW - Texas KW - Time KW - Traffic lanes KW - Traffic speed UR - http://www.utexas.edu/research/ctr/pdf_reports/1732_2.pdf UR - https://trid.trb.org/view/724936 ER - TY - RPRT AN - 00929215 AU - Albritton, G E AU - Barstis, W F AU - Crawley, A B AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - POLYMER MODIFIED HOT MIX ASPHALT FIELD TRIAL PY - 1999/12 SP - 128 p. AB - A problem plaguing hot mix asphalt (HMA) pavements is rutting, which develops because of the high summer temperatures and heavy trucks. Many different polymer modifiers for asphalt cement have been developed to help improve both the rutting and thermal cracking problems of HMA by altering the properties of the asphalt cement binder. The primary objective of this research was to evaluate the engineering properties and performance, especially rut resistance, of dense graded HMA containing specific polymer modifiers. The polymer modifiers were used in the HMA for the top two pavement layers of an HMA overlay of a flexible pavement. The nine modifiers considered in this study included two crumb rubbers and one gelled asphalt. Primary conclusions and recommendations resulting from this study include the following: (1) Each polymer required mixing at a higher temperature than regular HMA. These temperatures ranged from 320 deg F to 351 deg F. (2) The modified HMA mixes were successfully produced in a normal HMA production facility. Most of the modifiers did not require a blending unit. (3) Brookfield Viscometer tests showed that the modifiers were all more viscous at the lower temperatures. (4) Results of the gyratory testing machine (GTM) tests showed that the laboratory specimens had sufficient shear strength to resist the stress state in the pavement and that the air voids were above the flushing level and were consistent with design values. (5) Results to date indicate that all the modified binders are providing superior rutting resistance as compared to the control binder. This validates the wisdom of using modified binders for areas of high equivalent single axle loading (ESAL). Continued monitoring will help to better quantify the improvement provided by the modified binders. (6) The asphalt pavement analyzer (APA) test results correlate well with field rutting measurements for most of the polymer modifiers considered in this study. This indicates the potential for using the APA to predict the relative rutting performance of different polymer modifiers. Research should be conducted to substantiate this use of the APA. (7) The selection of a polymer modified asphalt binder grade based on the high temperature component of the PG designation could be quite inappropriate for a given project, especially when crumb rubber modifiers are considered for use in the HMA. KW - Air voids KW - Asphalt Pavement Analyzer KW - Asphalt pavements KW - Cracking of asphalt concrete pavements KW - Crumb rubber KW - Gyratory testing machines KW - Hot mix asphalt KW - Mixing KW - Overlays (Pavements) KW - Pavement performance KW - Polymer asphalt KW - Rutting KW - Shear strength KW - Temperature KW - Viscosity UR - http://docs.trb.org/00929215.pdf UR - http://ntl.bts.gov/lib/44000/44500/44532/State_Study_111_-_Polymer_Modified_Hot_Mix_Asphalt_Field_Trial.pdf UR - https://trid.trb.org/view/719112 ER - TY - RPRT AN - 00929216 AU - Albritton, G E AU - Barstis, W F AU - Gatlin, G R AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION AND TESTING OF CRUMB RUBBER MODIFIED HOT MIX ASPHALT PAVEMENT PY - 1999/12 SP - 127 p. AB - This research project was structured toward addressing that portion of the Intermodal Surface Transportation Efficiency Act (ISTEA) which directs the individual states to conduct studies on the recyclability of crumb rubber modified (CRM) hot mix asphalt (HMA) and the technical performance of CRMHMA pavement. These objectives were addressed by monitoring the construction of highway test sections in which CRMHMA was incorporated into the pavement structure, evaluating the performance of these sections and then cold milling and recycling this pavement material into new HMA through a HMA plant. This project was constructed in two phases in which the CRMHMA pavement was built in the first phase and approximately two years later milled and used as reclaimed asphalt pavement (RAP) in the surface course during the second phase. This report covers both phases of the construction. Three test sections were constructed in the westbound lanes of Federal Aid Project No. NH-007-1(53) on US 72 in Alcorn County. This project involved the paving of two new lanes that carried the westbound traffic of this route. The new lanes were paved and then placed under two-way traffic while old bridges were replaced on the old lanes. When the bridge construction was completed and the new lanes were carrying only westbound traffic, the surface course containing CRMHMA was milled and RAP was placed on the test sections. Primary conclusions and recommendations resulting from this study include the following: (1) During laboratory testing for the CRMHMA mix design, it was determined that the mixing temperature should be within the range of 351 to 390 deg F. (2) The CRMHMA was successfully produced in a normal HMA production facility with the addition of a blending unit being the only modification to the HMA production process. (3) Some additional air pollution was visually observed when the CRM was mixed with the asphalt cement (AC) in the portable blending unit and during plant operation for the production of the CRMHMA. (4) Review existing procedures and/or develop new procedures to mix the CRM with the AC at the terminal, deliver the blend to the HMA plant and maintain the blend at the HMA plant. (5) Placement of the CRMHMA on the roadway appeared to be in a normal fashion as it would be for regular HMA, except for increased smoke due to the higher temperatures required for compaction of the stiffer mix. (6) Laboratory tests conducted during the phase one construction displayed a difficulty in achieving the design air voids at the design AC content for the CRMHMA. (7) Some gumming of the various components of the plant including the coating unit through to the surge bins was observed due to the use of the rubber modifier in the mix. This did not pose a significant problem regarding plant operations for the production of the HMA for this study. (8) Initial performance tests were conducted on the CRMHMA pavement soon after completion of phase one construction. The pavement had low roughness readings and high skid values indicating that it was in an excellent initial condition. KW - Air pollution KW - Air voids KW - Asphalt pavements KW - Blending KW - Crumb rubber KW - Hot mix asphalt KW - Laboratory tests KW - Mixing KW - Performance KW - Production methods KW - Recycling KW - Roughness KW - Skid resistance KW - Temperature KW - Test sections UR - http://docs.trb.org/00929216.pdf UR - http://ntl.bts.gov/lib/44000/44500/44533/State_Study_115_-_Construction_and_Testing_of_Crumb_Rubber_Modified_Hot_Mix_Asphalt.pdf UR - https://trid.trb.org/view/719113 ER - TY - RPRT AN - 00929114 AU - MURRAY, P AU - Mahmassani, H S AU - Handy, S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEFINING SPECIAL-USE LANES PY - 1999/12 SP - 18 p. AB - This project assessed the feasibility of high-occupancy vehicle (HOV) and high-occupancy vehicle/toll (HOT) facilities. In the first report of this project, current operational facilities were described and guidelines for the operation, design, agency involvement, and monitoring of freeway and arterial HOV lanes were provided. The operational effectiveness of selected configurations was assessed using a specially modified dynamic traffic assignment methodology in combination with a stochastic mode choice model. Computer simulation experiments were conducted using a corridor network in Fort Worth, Texas, as a test bed. The goal of the experiment was to examine the effect of five variables on the average trip time of a network with an HOV/HOT facility. These variables include lane usage and access point restrictions, vehicle eligibility, demand levels, price, and attractiveness of carpooling. The results of the research indicate that there is no one combination of lane usage and access points that consistently out-performs the others under different demand, price, and carpooling attractiveness scenarios. However, because pricing, in combination with HOV facilities, provides greater flexibility in lane utilization under varying demand scenarios, it could be an effective tool for managing congested network corridors. KW - Arterial highways KW - Carpools KW - Congestion management systems KW - Design KW - Dynamic traffic assignment KW - Feasibility analysis KW - Fort Worth (Texas) KW - Freeways KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Mode choice KW - Monitoring KW - Operations KW - Pricing KW - Simulation KW - Stochastic processes KW - Traffic congestion KW - Travel demand KW - Travel time UR - http://www.utexas.edu/research/ctr/pdf_reports/1832_S.pdf UR - https://trid.trb.org/view/719032 ER - TY - RPRT AN - 00928085 AU - Weissmann, J AU - Chun, H T AU - Haas, C AU - University of Texas, Austin AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - PILOT INSTALLATION OF A BRIDGE SCOUR MONITORING SITE AT FM 1157 MUSTANG CREEK PY - 1999/12 SP - 136 p. AB - A pilot installation was implemented at the Mustang Creek bridge crossing on FM 1157 in the Yoakum District, Jackson County, Texas. This pilot installation was developed in two phases. Phase I used a rather limited datalogger that lacked the ability to monitor hybrid sensor sites involving ultrasonic and magnetic sliding-collar sensors. Neither could it generate alarm calls to an office computer. The Phase I installation consisted of four ultrasonic sensors mounted on four different bridge piers. Researchers had access to the scour and stage data remotely through a cellular phone and modem installed at the site. The site was powered by a battery and solar panel installation. The Phase II installation utilized a more powerful datalogger at the Mustang Creek site using the same ultrasonic sensors and sensor assemblies installed during Phase I. Phase II also installed an improved combination of cellular telephone and modem, which significantly improved communications with the site. The Phase II datalogger has the ability to monitor multiple and varied types of sensors, such as pressure transducers for stage and ultrasonic and magnetic sliding-collar sensors for scour. This is a fully programmable datalogger that has the ability to generate alarm calls to an office computer when certain preprogrammed thresholds for stage and scour are reached. Automatic paging software residing in an office computer generates alarm calls to alphanumeric pagers carried by Texas Department of Transportation maintenance staff, based on alarm call backs from the datalogger in the field. KW - Alarm systems KW - Bridge piers KW - Bridges KW - Cellular telephones KW - Dataloggers KW - Jackson County (Texas) KW - Modems KW - Monitoring KW - Remote sensing KW - Scour KW - Ultrasonic detectors KW - Warning systems UR - http://www.utexas.edu/research/ctr/pdf_reports/3970_S.pdf UR - http://ntl.bts.gov/lib/18000/18300/18383/PB2001108576.pdf UR - https://trid.trb.org/view/718797 ER - TY - RPRT AN - 00928078 AU - Smit, A de F AU - Hugo, F AU - Epps, A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - REPORT ON THE FIRST JACKSBORO MMLS TESTS PY - 1999/12 SP - 64 p. AB - This report outlines the two accelerated pavement tests completed in Jacksboro, Texas, using the 1/3-scale Model Mobile Load Simulator (MMLS3). The MMLS3 tests were initially commissioned to investigate the stripping phenomenon evident under conventional trafficking of the outside lane adjacent to the TxMLS testing in the region. To achieve this goal, the MMLS3 was used in the field to test a pavement section on the northbound carriageway of US 281 near Jacksboro. During trafficking of the first MMLS3 test, water flowed over the pavement surface to accelerate the effects of stripping. Subsequent testing with the MMLS3 was used to investigate and compare the relative rutting of the 1/3-scale machine to that of the full-scale TxMLS without the use of water. In addition to the technical goals described, further development of the prototype MMLS3 was of particular interest. The mean combined operational productivity of the MMLS3 for the wet and dry tests was 79%, 13%, and 8% for run, maintenance, and data collection time, respectively. For both the wet and dry tests, data collection included hourly asphalt layer temperature monitoring, frequent transverse surface profiling, Surface Analysis of Spectral Waves (SASW) analyses, and relative asphalt surface deformation measurements. It was found that the temperature gradient of the asphalt concrete layer with water flowing over the surface (the wet test) ranged from 24 deg C to 27 deg C. For the dry test, the gradient ranged from 33 deg C to 38 deg C. The SASW modulus ratios (trafficked versus control sections) determined at the termination of the wet and dry MMLS3 tests were 38% and 90%, respectively, indicating that the asphalt surfacing (overlay) on the northbound carriageway of US 281 is potentially susceptible to moisture damage. For this reason, additional wet MMLS3 testing is recommended on the southbound carriageway of US 281 to ascertain whether this overlay is also susceptible, given that it performed relatively well under dry conditions. KW - Accelerated tests KW - Bituminous overlays KW - Deformation KW - Jacksboro (Texas) KW - Model mobile load simulators KW - Moisture damage KW - Pavements KW - Productivity KW - Rutting KW - Scale models KW - Spectral analysis of surface waves KW - Spectrum analysis KW - Stripping (Pavements) KW - Surface profile KW - Temperature gradients KW - Wet dry cycles UR - http://www.utexas.edu/research/ctr/pdf_reports/1814_2.pdf UR - https://trid.trb.org/view/718790 ER - TY - RPRT AN - 00924098 AU - Sanchez, T AU - Moore, T AU - Portland State University AU - ECONorthwest AU - Oregon Department of Transportation AU - Federal Highway Administration TI - MCMINNVILLE CASE STUDY: INDIRECT LAND USE AND GROWTH IMPACTS PY - 1999/12 SP - 53 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 McMinnville. KW - Aerial photography KW - Case studies KW - Environmental impact analysis KW - Geographic information systems KW - Highway capacity KW - Impacts KW - Improvements KW - Land use KW - McMinnville (Oregon) KW - Urban growth UR - http://ntl.bts.gov/lib/10000/10500/10576/mcminnville.pdf UR - https://trid.trb.org/view/707667 ER - TY - RPRT AN - 00789822 AU - Busche, N AU - Schmiedlin, R AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF EXCESSIVE CRACKING IN ASPHALTIC PAVEMENTS PY - 1999/12 SP - 34 p. AB - In early 1994, several Wisconsin transportation districts identified some asphaltic concrete (AC) pavements constructed between 1990 and 1993 which appeared to have had experienced premature transverse cracking. Possible causes of the premature cracking were identified as: cold weather susceptibility of some of the ACs being used and the unusually cold winter. During the winter of 1993/1994 Wisconsin experienced a one-week period of daily high temperatures which did not rise above -15 deg C, and some daily low temperatures as low as -38 deg C. Eleven projects, six good and five bad performing, were selected for evaluation. These projects were surveyed for transverse cracks in 1994 and in 1997. Results of the 1997 survey showed that all projects had an increase in transverse cracking. Comparison of the study pavements to other similar Wisconsin asphaltic pavements of the same age showed more overall cracking for study pavements. Cores were taken from each project in 1995. Dynamic Shear Rheometer, Bending Beam Rheometer and Direct Tension tests were conducted on the extracted binder in these core samples. Results of this testing were compared to the actual crack survey results of the pavements. Direct Tension testing results had the best correlation of the three tests to the transverse cracking observed in 1997. KW - Asphalt concrete pavements KW - Binders KW - Cold weather KW - Cores (Specimens) KW - Low temperature KW - Rheometers KW - Tension tests KW - Transverse cracking KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/cracking1.pdf UR - https://trid.trb.org/view/647973 ER - TY - RPRT AN - 00921768 AU - Ansari, Farhad AU - Maher, A AU - Luke, A AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF MATURITY PROTOCOL FOR CONSTRUCTION OF NJDOT CONCRETE STRUCTURES PY - 1999/12 SP - 38 p. AB - In-place tests can be used to estimate concrete strength during construction so that construction operations can be performed safely (early opening to traffic) or curing procedures can be terminated. Compression test cylinders do not represent the strength of concrete as it exists in the structure. In this study, the concrete maturity method (ASTM 1074) was evaluated as a technique to estimate in-place strength in a footing, column, and pier cap on Route 21 in Newark, New Jersey. The results of the testing "painted" a three dimensional picture of strength development in the structure and provided insights to thermal differentials or gradients that cause stresses in early age concrete. The report will guide the New Jersey Department of Transportation (NJDOT) in establishing procedures for conducting maturity testing of concrete structures. It will outline the need for determination of datum temperatures and maturity-strength relationship curves as part of the mix design and verification process. A statistical analysis provided a means of ensuring adequate strength development from the results of the maturity measurements. The maturity will provide the materials and bridge engineers with additional information on the strength of the concrete in the structure. KW - Columns KW - Concrete structures KW - Construction KW - Footings KW - In place tests KW - Maturity (Concrete) KW - Mix design KW - New Jersey KW - Piers (Supports) KW - Strength of materials KW - Stresses KW - Temperature gradients UR - http://ntl.bts.gov/lib/18000/18500/18586/PB2002100679.pdf UR - https://trid.trb.org/view/706836 ER - TY - RPRT AN - 00800249 AU - Chojnacki, T AU - Missouri Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF HIGH PERFORMANCE CONCRETE (HPC) CHARACTERISTICS PY - 1999/12 SP - 54 p. AB - Two companion bridges were built on Missouri Route 21 over Route M in Jefferson County. The prestressed girders in the northbound bridge were fabricated with high performance concrete (HPC) with a design strength of 10,000 psi. The prestressed girders in the southbound bridge were fabricated with conventional concrete with a design strength of 5,000 psi. Various characteristics of the HPC and conventional concrete were determined and compared. These characteristics include: compressive strength, chloride permeability, freeze-thaw durability and an analysis of the air void systems. Both the HPC and the conventional concrete exceeded the design strength. Chloride permeability was very low for the HPC, and low to moderate for the conventional concrete. The HPC exhibited poor freeze-thaw resistance, while the conventional concrete showed moderate to excellent freeze-thaw resistance. Both the HPC and the conventional concrete had air void parameters outside of recommended ranges. In addition to determining the above characteristics of each of the concrete mixes, a curing system similar to the "match-cure" system was evaluated. The test results of specimens cured with the curing system are believed to be more representative of the concrete in the girders than member-cured specimens. Curing temperatures were collected at many locations in the girders. The temperature data suggest some modifications to the steam curing process may be warranted to ensure a consistent curing condition for the entire girder. This study has shown that HPC can be produced with locally available materials in Missouri and could possibly lead to improved bridge performance in the future. KW - Air voids KW - Chlorides KW - Compressive strength KW - Concrete curing KW - Freeze thaw durability KW - Girder bridges KW - Girders KW - High performance concrete KW - Jefferson County (Missouri) KW - Permeability KW - Prestressed concrete KW - Temperature UR - http://library.modot.mo.gov/RDT/reports/Ri98012/RDT99009.pdf UR - https://trid.trb.org/view/666430 ER - TY - RPRT AN - 00811175 AU - Womack, K C AU - Halling, M W AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - FORCED VIBRATION TESTING OF THE I-15 SOUTH TEMPLE BRIDGE PY - 1999/12 SP - 34 p. AB - The objective of this research program is to investigate the potential for using system identification as a non-destructive evaluation technique. This research examines the feasibility of performing system identification on a large, multi-degree of freedom structure and a simple, single span structure. The testing consisted of performing sine sweeps over a range of excitation frequencies, with the excitation induced in the horizontal direction by an eccentric mass shaker. The response of the two bridge structures was recorded with accelerometers. The simple span structure was tested in seven condition states that included post-damage testing. In the case of the nine-span bridge the lowest five response modes and frequencies were determined, demonstrating that system identification of large bridge structures is possible. For the simple span structure the lowest three mode shapes and frequencies were determined for each condition state. The change in the natural frequencies for each condition state demonstrated the new condition of the bridge, whether it was post-damage or post-repair. This indicates that system identification (modal analysis) has potential as a non-destructive evaluation method for determining structural integrity. KW - Accelerometers KW - Bridges KW - Excitation KW - Forced vibration KW - Frequency (Electromagnetism) KW - Modal analysis KW - Natural frequencies KW - Nondestructive tests KW - Structural integrity KW - System identification KW - Vibration tests UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=55836 UR - https://trid.trb.org/view/679799 ER - TY - RPRT AN - 00808906 AU - Federal Highway Administration TI - ASSET MANAGEMENT PRIMER PY - 1999/12 SP - 31 p. AB - According to this primer, asset management is a systematic process of maintaining, upgrading, and operating physical assets cost-effectively. It combines engineering principles with sound business practices and economic theory, and it provides tools to facilitate a more organized, logical approach to decision-making. Thus, asset management provides a framework for handling both short- and long-range planning. Asset management has come of age because of (1) changes in the transportation environment, (2) changes in public expectations, and (3) extraordinary advances in technology. Today's transportation environment is characterized by high user demand, budgets stretched by significant and growing requirements, past and projected declines in staff resources, and a mature system that is experiencing ongoing deterioration. This document answers basic questions about Asset Management. KW - Asset management KW - Assets KW - Budgeting KW - Business practices KW - Cost effectiveness KW - Decision making KW - Demand KW - Economics KW - Engineering KW - Financing KW - Infrastructure KW - Maintenance KW - Modernization KW - Operations KW - Personnel KW - Public opinion KW - Strategic planning KW - Technology UR - http://www.fhwa.dot.gov///infrastructure/asstmgmt/amprimer.pdf UR - http://ntl.bts.gov/lib/10000/10500/10528/amprimer.pdf UR - http://ntl.bts.gov/lib/16000/16400/16410/PB2000103825.pdf UR - https://trid.trb.org/view/673526 ER - TY - RPRT AN - 00806859 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 - ROLE OF PUBLIC TRANSPORTATION OPERATIONS IN EMERGENCY MANAGEMENT: RESEARCH REPORT PY - 1999/12 SP - 45 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 the first two phases of the project, which incorporate a review of available literature on emergency and disaster management planning, a review of the state of the practice among transit agencies in Texas, an examination of the legal and institutional issues that affect emergency planning and response, and a summary of possible transit roles with jurisdictional emergency management plans. KW - Disaster preparedness KW - Emergencies KW - Emergency response KW - Institutional issues KW - Legal factors KW - Literature reviews KW - Management KW - Planning KW - Public transit KW - State of the practice KW - Texas KW - Transit operating agencies UR - http://ntl.bts.gov/lib/10000/10400/10490/1834-2.pdf UR - https://trid.trb.org/view/672801 ER - TY - RPRT AN - 00806828 AU - McDad, B AU - Laffrey, D AU - Dammann, M AU - Medlock, R AU - Texas Department of Transportation AU - Federal Highway Administration TI - USE OF WEATHERING STEEL IN TXDOT STRUCTURES PY - 1999/12 SP - 122 p. AB - The use of weathering steel in steel bridge structures provides potential advantages in terms of improved durability and lower maintenance costs. However, among Texas Department of Transportation (TxDOT) personnel there are disparate opinions about how well the material performs. Some contend that it performs well in most environments, and others contend that it does not perform at all, but there is little scientific basis for either opinion. The purpose of this research was to examine, quantify, and publicize the performance of weathering steel as used in TxDOT bridge structures. A thorough analysis of weathering steel's performance in various locations was performed. In areas where it performs well, it will be promoted as an economical means of construction. In areas where it does not do so, it may be prohibited. In areas that are questionable, the engineer will have performance information that can be used to make the appropriate determination. In addition, field examination showed that weathering steel bridges, if not properly designed and detailed, caused staining of stone and concrete abutments. Recommendations to prevent or minimize such staining are also included. KW - Bridge abutments KW - Bridges KW - Cost effectiveness KW - Durability KW - Field studies KW - Performance evaluations KW - Recommendations KW - Staining KW - Texas KW - Weathering steel UR - https://trid.trb.org/view/672770 ER - TY - RPRT AN - 00806457 AU - Ekman, Lars AU - Hyden, Christer AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - PEDESTRIAN SAFETY IN SWEDEN PY - 1999/12 SP - 41 p. AB - This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews recent pedestrian safety research in Sweden (in particular) with some attention to similar research in other Scandinavian countries. The report states that even in Sweden, where attention has long been paid to pedestrian and bicyclist concerns, still too much traffic planning is addressed as if it were a vehicular issue only. If traffic cannot be separated, then consideration should be given in some areas to restricting vehicle speeds to 30 km/hr. It is argued that future planning must better balance the competing needs of motor vehicle traffic, pedestrians, and cyclists. KW - Highway traffic control KW - Pedestrian safety KW - Planning KW - Research KW - Scandinavia KW - Speed control KW - Sweden KW - Syntheses UR - http://www.fhwa.dot.gov/publications/research/safety/99091/99091.pdf UR - https://trid.trb.org/view/672714 ER - TY - RPRT AN - 00806458 AU - HUMMEL, T AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - DUTCH PEDESTRIAN SAFETY RESEARCH REVIEW PY - 1999/12 SP - 38 p. AB - This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews recent pedestrian safety research in the Netherlands. It addresses several topics, reporting findings and providing a comprehensive list of references. Topics addressed include: (1) Pedestrian crossings and traffic calming measures - here research is reviewed on pedestrian crossings, along with other research pertaining to infrastructure changes in the form of traffic calming; (2) Children and the elderly - one study shows that children are now less likely to walk to school than in earlier times because of parental concern for their safety; measures for increasing safety of elderly pedestrians are also presented; (3) Disabled pedestrians - discussion is included concerning hardware and infrastructure that perhaps could be made in order to give better consideration to pedestrians with some kind of disability; and (4) Passenger car front-end structure - discussion is presented as to the role of the car's structural properties as it influences injury severity in a collision with a pedestrian. KW - Aged KW - Children KW - Crosswalks KW - Injury severity KW - Netherlands KW - Pedestrian safety KW - Persons with disabilities KW - Research KW - Syntheses KW - Traffic calming KW - Vehicle design KW - Vehicle front end UR - http://www.fhwa.dot.gov/publications/research/safety/99092/99092.pdf UR - http://ntl.bts.gov/lib/10000/10000/10035/99092.pdf UR - https://trid.trb.org/view/672715 ER - TY - RPRT AN - 00806459 AU - Cairney, Peter AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - PEDESTRIAN SAFETY IN AUSTRALIA PY - 1999/12 SP - 43 p. AB - This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews pedestrian safety research in Australia. Australia is a federation of States and Territories, and government responsibilities broadly mirror those in the USA. Local government is responsible for 80% of the road network, though the less heavily traveled parts. Australia is highly urbanized (notwithstanding large tracts of sparsely populated land). Almost 40% of the population lives in Melbourne or Sydney, and another 20% in Brisbane, Perth, and Adelaide. Australia has been a pioneer of traffic calming in the form of Local Area Traffic Management, particularly in residential neighborhoods. Innovations are evident in the traffic signal area. Puffin crossings with infrared detectors seem promising. Pelican crossings are likely to find ready application, and having them set up for double cycle operations appears to offer benefits. Australia was particularly innovative in developing the "safe routes to school" program, which integrates education, route selection, and engineering treatments to increase pupil safety. Also in development is the "walk with care" program designed for the elderly. KW - Aged KW - Australia KW - Crosswalks KW - Highway traffic control KW - Infrared detectors KW - Innovation KW - Local area networks KW - Pedestrian actuated controllers KW - Pedestrian safety KW - Research KW - Residential areas KW - Route choice KW - School children KW - Syntheses KW - Traffic calming KW - Traffic engineering KW - Traffic safety KW - Traffic safety education KW - Traffic signals KW - Urban areas UR - http://www.fhwa.dot.gov/publications/research/safety/99093/99093.pdf UR - http://ntl.bts.gov/lib/10000/10000/10034/99093.pdf UR - http://ntl.bts.gov/lib/19000/19000/19032/PB2002104282.pdf UR - https://trid.trb.org/view/672716 ER - TY - RPRT AN - 00806455 AU - Van Houten, Ron AU - Malenfant, J E AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - CANADIAN RESEARCH ON PEDESTRIAN SAFETY PY - 1999/12 SP - 25 p. AB - This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews Canadian research in six areas of pedestrian safety: (1) Interventions to prompt pedestrians to watch for turning vehicles; (2) Improving pedestrian signals for better indication of clearance interval; (3) Use of pedestrian-activated beacons at uncontrolled crossings; (4) Use of advance stop lines; (5) Increasing conspicuity of crosswalks; and (6) Use of multiple interventions to increase motorist yielding to pedestrians. Research results are presented and a comprehensive list of references is provided. KW - Advance stop lines KW - Canada KW - Clearance interval (Traffic signal cycle) KW - Crosswalks KW - Intervention KW - Pedestrian activated beacons KW - Pedestrian actuated controllers KW - Pedestrian safety KW - Research KW - Syntheses KW - Turning traffic KW - Visibility KW - Yielding UR - https://www.fhwa.dot.gov/publications/research/safety/99090/99090.pdf UR - http://ntl.bts.gov/lib/10000/10000/10038/99090.pdf UR - https://trid.trb.org/view/672712 ER - TY - RPRT AN - 00806456 AU - Davies, David G AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - RESEARCH, DEVELOPMENT, AND IMPLEMENTATION OF PEDESTRIAN SAFETY FACILITIES IN THE UNITED KINGDOM PY - 1999/12 SP - 49 p. AB - This report is one in a series of pedestrian safety synthesis reports prepared for the Federal Highway Administration to document pedestrian safety in other countries. This report reviews recent research on pedestrian safety carried out in the United Kingdom. A comprehensive list of references is provided. The report covers many types of pedestrian facilities, the U.K. pedestrian safety record, as well as some education and enforcement matters. The report cites an access document with adequate references to allow further investigation of specific areas, and some commentary on research and implementation. The past 5 years have seen increased attention given to road safety issues in the U.K. Developments of particular relevance to pedestrians include greater emphasis on reducing vehicle speeds in urban areas through physical, legal, and publicity measures; also development of Puffin crossings and new operating strategies such as MOVA. However, while specific facilities can affect safety at individual sites, improvements in overall safety for pedestrians requires a comprehensive road safety strategy that is fully integrated with land use and transport policy. KW - Crosswalks KW - Highway safety KW - Land use KW - Pedestrian areas KW - Pedestrian movement KW - Pedestrian safety KW - Research KW - Speed control KW - Strategic planning KW - Syntheses KW - Traffic law enforcement KW - Traffic safety education KW - Transportation policy KW - United Kingdom KW - Urban areas UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/99089.pdf UR - http://ntl.bts.gov/lib/10000/10000/10037/99089.pdf UR - https://trid.trb.org/view/672713 ER - TY - RPRT AN - 00806349 AU - McCoy, Patrick T AU - Pesti, Geza AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - INCIDENT MANAGEMENT - CHANGEABLE MESSAGE SIGN DEPLOYMENT GUIDELINES PY - 1999/12 SP - 66 p. AB - The objective of this research was to develop guidelines for the deployment of changeable message signs (CMSs) in support of incident management in the Omaha metropolitan area. The guidelines presented in this report address the location and placement of the CMSs, design and display of CMS messages, alternate routes, and operation of the system. The guidelines promote the deployment of a cost-effective CMS system that provides reliable driver information which will improve the safety and efficiency of freeway operations during incidents. The CMS locations recommended in the guidelines are those which provide greatest benefits to road users per unit cost of the system. The placement and message guidelines foster the readability, understandability, and credibility of the information displayed by the CMSs. The alternate route description discusses the need for trailblazers to guide unfamiliar drivers and the importance of checking conditions on the alternate routes before diverting traffic to them. The operation guidelines emphasize the importance of maintaining the credibility of the system. Because of their high visibility and the amount of attention they will receive, at least initially, from the drivers and the news media, it would be much better to continue freeway operations without CMSs than to deploy CMSs that display unreliable information. KW - Credibility KW - Deployment KW - Design KW - Guidelines KW - Incident management KW - Location KW - Messages (Communications) KW - Omaha (Nebraska) KW - Traffic diversion KW - Variable message signs UR - http://ntl.bts.gov/lib/17000/17400/17478/PB2001101823.pdf UR - https://trid.trb.org/view/672625 ER - TY - RPRT AN - 00800250 AU - Mayo, R AU - Nanni, A AU - Watkins, S AU - Barker, M AU - Boothby, T AU - University of Missouri, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - STRENGTHENING OF BRIDGE G270 WITH EXTERNALLY BONDED CFRP SHEETS PY - 1999/12 SP - 89 p. AB - This report presents the results of a pilot study to apply externally bonded Carbon Fiber Reinforced Polymer (CFRP) sheets to strengthen a simple span reinforced concrete solid slab bridge built in 1922. Strengthening with CFRP sheets was accomplished in three days without traffic interruption, and preparation consisted of only light sandblasting. Bridge G-270 is the only load-posted structure on a heavy truck route that serves a lead mining operation and the objective was to strengthen the bridge to allow removal of the load posting. The laboratory testing included the static flexural test of two full-scale beams, designed as a unit strip from the existing bridge deck, and the fatigue bond test of coupon-type specimens. Two reinforced concrete beams, a control beam and a beam strengthened with externally bonded CFRP were tested under four-point bending. Coupon-type specimens consisting of unreinforced concrete beams with a reversed T-shaped cross-section and with a CFRP sheet applied to the bottom were tested. The purpose was to investigate the behavior of bond between CFRP sheets and concrete under fatigue loading. The field load testing of the bridge, before and after strengthening, was performed by the University of Missouri-Columbia to verify the performance of the bridge after the application of externally bonded CFRP. Long-term field measurements also were conducted to monitor the durability and the strain condition of the strengthened system. Pennsylvania State University conducted the monitoring of durability by studying the electrochemical effects of the CFRP material on the degradation of the reinforcing steel. Fiber-optic strain sensors were applied to the FRP reinforcement and the concrete to allow for long-term monitoring of the integrity of the FRP reinforcement. This pilot study was a success. Laboratory and field tests indicate that CFRP sheets, externally applied to a bridge superstructure, were an effective strengthening technique. Monitoring of the bridge will continue. KW - Beams KW - Before and after studies KW - Bond strength (Materials) KW - Bridge superstructures KW - Carbon fibers KW - Durability KW - Fatigue tests KW - Fiber reinforced plastics KW - Field tests KW - Flexural strength KW - Laboratory tests KW - Load tests KW - Monitoring KW - Reinforced concrete bridges KW - Sheets KW - Specimens KW - Strengthening (Maintenance) KW - Structural integrity UR - http://library.modot.mo.gov/RDT/reports/Ri98012/RDT99009.pdf UR - http://ntl.bts.gov/lib/16000/16800/16843/PB2000105397.pdf UR - https://trid.trb.org/view/666431 ER - TY - RPRT AN - 00800209 AU - Lambdin, P L AU - Grant, J F AU - University of Tennessee, Knoxville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF EXOTIC AND INVASIVE PLANTS ALONG ROADWAYS IN TENNESSEE: POTENTIAL FOR BIOLOGICAL CONTROL PY - 1999/12 SP - 162 p. AB - A comprehensive two-year study focused on identifying and assessing the incidence, distribution, and impact of exotic and invasive plant species along interstate right-of-ways in Tennessee. Goals of this study were to: 1) identify exotic and invasive plant species established along interstates; 2) develop a species listing of the floral composition along interstates; 3) assess the potential threat of exotic and invasive plant species becoming an economical and environmental pest along highways; and 4) evaluate the potential opportunities for biological control of these exotic and invasive plants. Exotic and invasive plant species can degrade the natural composition of areas impacting native plants, reducing biological diversity, reducing agricultural productivity, increasing costs of agricultural production, and increasing costs of managing land areas. During this study, 538 plant species, representing 19.8% of the 2,715 plant species documented in Tennessee, were found at qualitative and quantitative sampling sites along interstates. Of 538 plants found, 32.7% (n=176) were exotic species - thus, about 1 of every 3 plant species found along the interstate was an exotic species. More than 75% of the plants on the Tennessee State Noxious Weed Seed List, and more than 60% of those listed by the Tennessee Exotic Pest Plant Council, were found. These data suggest that the interstate system may serve as a corridor for the movement and establishment of exotic plant species. Improved weed management strategies can now be implemented to reduce the spread of problematic exotic and invasive plants from interstates to agricultural, natural, forest, and urban habitats. Incorporation of well designed biological control strategies into weed management efforts provide an environmentally friendly, cost efficient, and sustainable method of reducing certain exotic plant species. This study provides the first intensive, state-wide, interstate assessment of exotic and invasive plants conducted in the United States and provides a solid foundation for future management efforts against these plant pests. KW - Biological control KW - Interstate highways KW - Invasive plants KW - Management KW - Nonindigenous species KW - Plants KW - Right of way (Land) KW - Roadside flora KW - Strategic planning KW - Tennessee KW - Weed control KW - Weeds UR - http://ntl.bts.gov/lib/17000/17000/17098/PB2000108046.pdf UR - https://trid.trb.org/view/666390 ER - TY - RPRT AN - 00800162 AU - Sime, J M AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ELECTRIC VEHICLES AS AN ALTERNATIVE FOR WORK-TRIP AND LIMITED BUSINESS COMMUTES PY - 1999/12 SP - 96 p. AB - This report presents the results of a four-year evaluation of an electric subcompact car. The principal finding was that the 1995-model electric car must be viewed in two contexts, the body/chassis/drive train and the battery/recharge system. Firstly, the vehicle body, chassis and driver train were adequate for the transport of personnel within Connecticut for most routine non-emergency state business. Drivers did notice that the drive train was somewhat underpowered as compared with most other vehicles on the road. The designer of the drive train appears to have placed higher priority on efficiency over acceleration and speed. The car is best suited for use on primary and secondary highways and local roads where speeds are generally below 55 mph. Secondly, one must recognize that several different batteries could power the car. Two different battery types were evaluated in this project. A conventional sealed lead acid battery (CSLAB) powered the first car, and an advanced lead acid battery (ALAB) powered the second. The finding is that a 50 Ampere-hour CSLAB car configuration was reliable, although cold weather range was 15-20 miles less than the warm weather range, due to the power-draining effect of the electric heater/windshield defroster. The CSLAB car demonstrated a year round driving range of 35 miles per charge in Connecticut. The 85- and 95-Ampere-hour ALAB car configurations tested were uneconomical due to premature ALAB failures in all combinations tested over four years. KW - Chassis KW - Commuting KW - Connecticut KW - Electric automobiles KW - Evaluation KW - Lead acid batteries KW - Performance KW - Power trains KW - Reliability KW - Vehicle bodies KW - Work trips UR - http://ntl.bts.gov/lib/8000/8800/8814/Final_Report.pdf UR - http://ntl.bts.gov/lib/9000/9300/9312/electric_vehicles.pdf UR - https://trid.trb.org/view/666342 ER - TY - RPRT AN - 00798968 AU - Kantowitz, B H AU - SIMSEK, O AU - Bittner, A C AU - Battelle Seattle Research Center AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): INTEGRATION OF ATIS AND CRASH AVOIDANCE IN-VEHICLE INFORMATION: PRELIMINARY SIMULATOR STUDY PY - 1999/12 SP - 80 p. AB - This study investigated three issues relevant to Advanced Traveler Information System (ATIS) design: (1) the influence of an ATIS on driver performance in reduced visibility conditions, (2) the influence of an ATIS on drivers' reactions to unexpected roadway events, and (3) the interaction of an ATIS with a Collision Avoidance System (CAS). The study was conducted in two phases, combining a very efficient confounded experimental design used in Phase I with a traditional orthogonal design used in Phase II. Both experiments were conducted in a high-fidelity driving simulator. A total of 20 drivers was tested: 8 in Phase I and 12 in Phase II. In both phases, subjects completed several driving scenarios, during which they received roadway-relevant information via an in-vehicle ATIS and variable message signs (VMS) posted on the roadway. Subjects also experienced several unexpected roadway events, some of which triggered a CAS alert. Results showed that mean speed was lower in the ATIS condition than in the control condition, while out-of-vehicle VMS messages did not alter speed. Contrary to our expectations, effects of ATIS and VMS messages upon driving performance did not depend upon visibility conditions. Drivers in clear and fog visibility performed consistently. The results also showed that an ATIS message interfered with the driver's ability to react to a pedestrian road incursion. However, an ATIS message did not interfere with a CAS warning. The present results need to be expanded before design guidelines, especially for integration of in-vehicle systems, can be written with great confidence. However, these results do indicate that the simulator can provide a reasonable test bed for future evaluation of system interactions. KW - Advanced traveler information systems KW - Commercial vehicle operations KW - Crash avoidance systems KW - Drivers KW - Driving simulators KW - Guidelines KW - Human factors KW - Pedestrian road incursion KW - Performance KW - Reaction time KW - Speed KW - Systems integration KW - Unexpected roadway events KW - Variable message signs KW - Visibility UR - http://www.fhwa.dot.gov/publications/research/safety/99133/99133.pdf UR - http://ntl.bts.gov/lib/19000/19200/19226/PB2002105198.pdf UR - https://trid.trb.org/view/665940 ER - TY - RPRT AN - 00798970 AU - Liu, Y-C AU - Schreiner, C S AU - Dingus, T A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): HUMAN FACTORS EVALUATION OF THE EFFECTIVENESS OF MULTI-MODALITY DISPLAYS IN ADVANCED TRAVELER INFORMATION SYSTEMS PY - 1999/12 SP - 110 p. AB - To achieve the goals for Advanced Traveler Information Systems (ATIS), significant information will necessarily be provided to the driver. A primary ATIS design issue is the display modality (i.e., visual, auditory, or the combination) selected for providing this information. There were two objectives for this research. First, to what degree, and under which circumstances, are multi-modality displays beneficial? Second, for circumstances where multi-modality are not beneficial, which single display modality results in best performance? A simulator experiment was conducted to determine the effects of driver age, display modality, driving load, and information complexity on driving performance, navigation performance, driver workload, and driver performance. Four primary findings from the study were that: (1) For emergency response displays, the multi-modality and the auditory displays resulted in faster reaction times than the visual display for detecting warning information, while information presented on the multi-modality display resulted in fewer errors than the auditory display; (2) For navigation tasks, the multi-modality display resulted in the best performance for both total correct turns and number of navigation-related errors; (3) For driving performance, the multi-modality display generally resulted in better performance for both speed maintenance and safe driving behavior; and (4) For subjective workload and preference ratings, the multi-modality display and the auditory display received more preferable ratings than did the visual display. KW - Advanced traveler information systems KW - Age KW - Auditory displays KW - Behavior KW - Commercial vehicle operations KW - Drivers KW - Driving simulators KW - Emergency communication systems KW - Guidelines KW - Human factors KW - Information complexity KW - Information display systems KW - Multi-modality displays KW - Onboard navigational aids KW - Performance KW - Reaction time KW - Speed KW - Stated preferences KW - Visual displays KW - Workload UR - http://www.fhwa.dot.gov/publications/research/safety/96150/96150.pdf UR - http://ntl.bts.gov/lib/19000/19200/19225/PB2002105197.pdf UR - https://trid.trb.org/view/665942 ER - TY - RPRT AN - 00798967 AU - Campbell, J L AU - Kantowitz, B H AU - SIMSEK, O AU - Carney, C AU - Hanowski, R J AU - Hooey, B L AU - Gore, B F AU - Battelle Seattle Research Center AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS AND COMMERCIAL VEHICLE OPERATIONS: INVESTIGATION OF ATIS FUNCTION TRANSITION AND THE EFFECTS OF AN IN-VEHICLE ATIS ON DRIVER PERFORMANCE PY - 1999/12 SP - 157 p. AB - The objective of the first experiment reported here was to measure the cognitive demands associated with transitioning across Advanced Traveler Information System (ATIS) functions. This required the development of both objective and subjective indices of driver behavior and cognition. To accomplish this, a small number of pre-drive trip scenarios that invoke appropriate transitions across ATIS functions were developed. Driving performance under more representative conditions was investigated in experiment 2 using a driving simulator. This study investigated several issues on the influence of an ATIS on driving behavior. The questions asked were: How does a moving map display of the current vehicle location influence driving performance? How do ATIS control inputs influence driving performance? Should they be allocated to pre-drive? Is it too much to expect the driver to do while traveling? Do ATIS messages affect drivers' reactions to roadway events? Does message potency affect drivers' reactions to roadway events? Overall, the two experiments reported here suggest that in-vehicle ATIS devices can be learned, understood, and successfully used by drivers for both pre-drive trip planning tasks and on-road driving conditions. ATIS devices have the potential to improve driver compliance to regulatory information, as compared with standard roadside signs. While concurrent visual and auditory ATIS alert messages may be beneficial, the visual ATIS messages alone are significantly better than roadside signage alone. While cognitive demands associated with ATIS transitions and ATIS complexity should continue to be a concern, these demands can be addressed by selecting ATIS functions with clear benefits to the driving task. KW - Advanced traveler information systems KW - Auditory messages KW - Behavior KW - Cognition KW - Commercial vehicle operations KW - Drivers KW - Driving simulators KW - Guidelines KW - Human factors KW - Performance KW - Task analysis KW - Visual messages UR - http://www.fhwa.dot.gov/publications/research/safety/96146/96146.pdf UR - http://ntl.bts.gov/lib/19000/19200/19223/PB2002105195.pdf UR - https://trid.trb.org/view/665939 ER - TY - RPRT AN - 00798969 AU - Neale, V L AU - Dingus, T A AU - Schroeder, A D AU - Zellers, S AU - Reinach, S AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): INVESTIGATION OF USER STEREOTYPES AND PREFERENCES PY - 1999/12 SP - 235 p. AB - The presentation of in-vehicle information to the driver is an important issue for highway safety. A review of the guideline literature revealed that although attempts have been made to develop guidelines for in-vehicle information systems, few guidelines are available for practical application. The objective of this study was to generate design guidelines for Advanced Traveler Information System (ATIS) displays. To meet this objective, the following tasks were undertaken. First, information from the literature was used to develop a list of information items that are or could be made available to a driver. Second, this list was compiled into a set of logical information item groupings. Third, an analysis was conducted for each information item to assess the level of attention, comprehension, and required action for each item. This information was then filtered through the set of existing standards so that duplicate work would not be conducted. Fourth, in order to identify a subset of information items that are most suitable for standard development, trade studies were performed. Of the remaining information items, the driving population stereotypes and preferences for ATIS displays were assessed via a survey or a user clinic. The design recommendations made on the basis of the results of this study reflect both general recommendations and, where appropriate, specific recommendations. KW - Advanced traveler information systems KW - Commercial vehicle operations KW - Design KW - Driver stereotypes KW - Drivers KW - Guidelines KW - Human factors KW - Information display systems KW - Recommendations KW - Stated preferences UR - http://www.fhwa.dot.gov/publications/research/safety/96149/96149.pdf UR - http://ntl.bts.gov/lib/19000/19200/19224/PB2002105196.pdf UR - https://trid.trb.org/view/665941 ER - TY - RPRT AN - 00796947 AU - Leahy, R B AU - Briggs, R N AU - Oregon State University, Corvallis AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SUPERPAVE - WASHINGTON DOT'S ASSESSMENT AND STATUS PY - 1999/12 SP - 166 p. AB - This report is a compilation and synthesis of Washington State Department of Transportation (WSDOT) experience with selected components and concepts of the Strategic Highway Research Program (SHRP)/Superpave technology to include the following: performance graded (PG) binder usage and specification validation; gyratory mix design; the Superpave Shear Test (SST); and field performance of the Superpave mixes. KW - Binders KW - Compaction KW - Field tests KW - Gyratory compaction KW - Mix design KW - Shear tests KW - Specifications KW - Strategic Highway Research Program KW - Superpave KW - Validation KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/486.1.pdf UR - https://trid.trb.org/view/654686 ER - TY - RPRT AN - 00795424 AU - Shreffler, D K AU - Moursund, R A AU - Battelle Marine Sciences Laboratory AU - Washington State Department of Transportation AU - Federal Highway Administration TI - IMPACTS OF FERRY TERMINALS ON JUVENILE SALMON MIGRATING ALONG PUGET SOUND SHORELINES. PHASE II: FIELD STUDIES AT PORT TOWNSEND FERRY TERMINAL PY - 1999/12 SP - 90 p. AB - The University of Washington and Battelle Marine Sciences Laboratory are jointly conducting a multiyear, three-phased research program to determine whether ferry terminals affect migrating juvenile salmon, and if so, how future design of ferry terminals and modifications to both terminals and operations can mitigate those impacts. Phase I resulted in a report synthesizing the technical knowledge regarding the potential effects of shoreline structures on migrating juvenile salmon. This report summarizes results from Phase II pilot field studies at the Port Townsend ferry terminal in spring 1999 and provides recommendations for proposed on-site tests of the effects of a range of different Washington State Department of Transportation ferry terminals and vessel activity patterns in Phase III (spring-winter 2000). The overall goal of Phase II was to perform pilot field experiments with releases of hatchery chum and chinook fry to test whether the Port Townsend terminal stops or delays the natural migration of juvenile salmon. Monitoring methods included diving surveys, beach seining surveys, single-beam and split-beam hydroacoustics, remote underwater video, and in situ light sensors. River otters directly and indirectly resulted in mortalities to approximately 29,000 of the 30,000 chinook fry and 39,700 of the 40,000 chum fry that we were holding in net pens for experiments. We released the remaining fish 30 m from the southern edge of the Port Townsend ferry terminal on June 11, 1999. On the basis of this one-time experiment, we found no evidence that the Port Townsend ferry terminal was a barrier to the migration of the 1000 chinook that we released. We have no data or observations for the 300 chum fry after their release. The released chinook fry stayed in a school and did not disperse upon encountering the Port Townsend ferry terminal. The chinook fry did not divert their migratory route into deeper water or around the offshore perimeter of the terminal. Surface observations, underwater video, and the single-beam and split-beam hydroacoustics confirmed that the chinook migrated from the release point directly to the shadow line underneath the terminal. The chinook fry stopped at the shadow line and then displayed a consistent behavior of swimming from the darkness of the shadow line and near the bottom into the light to feed at the surface. As the sun set and the shadow line progressed further underneath the terminal, the chinook school appeared to follow the shadow line under the terminal and, we assume, out the other side. However, we caution that it is neither prudent nor valid to conclude that ferry terminals either do or do not have an effect on juvenile salmon migration, on the basis of these preliminary findings. The loss of the majority of our fish for experiments, the hard-drive crash on the navigation computer, and the malfunctioning of some of the single-beam transducers compromised this study. The fundamental question of whether ferry terminals are a "barrier" to juvenile salmon migration remains unanswered. KW - Acoustics KW - Environmental impacts KW - Ferries KW - Ferry terminals KW - Field studies KW - Habitat (Ecology) KW - Marine terminals KW - Port Townsend Ferry Terminal KW - Salmon KW - Salmon migration KW - Sunlight KW - Underwater video surveys KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/480.1.pdf UR - http://ntl.bts.gov/lib/17000/17000/17036/PB2000106940.pdf UR - https://trid.trb.org/view/654182 ER - TY - RPRT AN - 00795349 AU - Lerner, N D AU - Steinberg, G V AU - Hanscom, F R AU - Westat, Incorporated AU - Federal Highway Administration TI - DEVELOPMENT OF COUNTERMEASURES FOR DRIVER MANEUVER ERRORS PY - 1999/12 SP - 57 p. AB - Drivers may make errors that result in a collision with another vehicle, even when they are aware of the presence of the conflicting vehicle. This is because perceptual judgments about time, space, and speed are imperfect, and can lead to misjudgments about the adequacy of a situation to allow some driving maneuver. Drivers may err in thinking there is more time available for the maneuver than is actually the case; or err in thinking the maneuver takes less time to execute than it actually does. Either misperception could lead to a decision to go ahead with a maneuver with less margin of safety than the driver assumes. Misperceptions of the time available or time required for various driving maneuvers under a range of conditions were studied in this project. In the laboratory experiment, research participants viewed video scenes, filmed from a driver's perspective, of a wide variety of situations. For each scene, the viewers made judgments about when some event would occur (e.g., approaching vehicle reaches them) or when some maneuver would be completed (e.g., own vehicle clears roadway when making a crossing maneuver). Participants' judgments were compared with actual values (for time available) or best estimates from engineering equations and empirical data (for time or distance required). A parallel on-the-road experiment, using similar procedures and a subset of the laboratory situations, was used to validate and benchmark the laboratory findings. The study found a general tendency for people to underestimate the time required to complete a maneuver. Across a range of maneuvers, about 60% of all time or distance "required" judgments were underestimated, relative to engineering and empirical estimates. This misjudgment is safety-critical, because driver perception that a maneuver will take less time than is actually the case may lead to decisions to accept maneuver opportunities that actually afford a smaller margin of error than the driver perceives. Such misestimates were particularly common for judgments of the time to achieve the prevailing traffic speed during turning or merging maneuvers, and for the time until one's vehicle reaches an intersection ahead. For judgments of the time "available" for a maneuver, the error was usually in a safety-conservative direction. That is, people felt they had less time than they actually did, so would be less likely to attempt a maneuver. However, even for time available judgments, there were meaningful numbers of safety-critical errors (overestimates of time available), especially for estimates of yellow signal phase time remaining and estimates related to a passing scenario. When the combined errors related to both maneuver requirements and availability were jointly considered, some situations emerged as particularly meriting consideration for safety countermeasures. These included: (1) approach to signalized intersections; (2) turns onto higher-speed roadways; (3) freeway merges; (4) passing; and (5) headway maintenance. Efforts were undertaken to development infrastructure-based countermeasure concepts. KW - Countermeasures KW - Distance perception KW - Driver errors KW - Field studies KW - Headways KW - Human factors KW - Laboratory studies KW - Maneuvering KW - Merging traffic KW - Passing KW - Perception KW - Signalized intersections KW - Time KW - Traffic safety KW - Turning traffic KW - Velocity perception UR - http://www.fhwa.dot.gov/publications/research/safety/00022/00022.pdf UR - http://ntl.bts.gov/lib/8000/8300/8373/00022.pdf UR - https://trid.trb.org/view/654153 ER - TY - RPRT AN - 00795342 AU - Kantowitz, B H AU - Hanowski, R J AU - Garness, S A AU - Battelle Human Factors Transportation Center AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): DRIVER MEMORY FOR IN-VEHICLE VISUAL AND AUDITORY MESSAGES PY - 1999/12 SP - 154 p. AB - Three experiments were conducted in a driving simulator to evaluate effects of in-vehicle message modality and message format on comprehension and memory for younger and older drivers. Visual icons and text messages were effective in terms of high comprehension and high memory retention over a 50-sec delay period for both older and younger drivers. Auditory icons (earcons) were unsuitable for older drivers, although younger drivers performed well using symbolic and speech in-vehicle messages. For visual only, auditory only, and auditory plus visual messages both textual and symbolic message formats were equally effective. No adverse effects of in-vehicle message presentation were found for lateral and longitudinal vehicle control. Implications of these findings for development of Advanced Traveler Information Systems (ATIS) guidelines were discussed. KW - Advanced driver information systems KW - Advanced traveler information systems KW - Aged KW - Auditory messages KW - Comprehension KW - Driving simulators KW - Guidelines KW - Human factors KW - Human subject testing KW - Memory KW - Messages (Communications) KW - Visual messages KW - Young adults UR - http://www.fhwa.dot.gov/publications/research/safety/96148/96148.pdf UR - http://ntl.bts.gov/lib/8000/8300/8380/96148.pdf UR - https://trid.trb.org/view/654146 ER - TY - RPRT AN - 00795345 AU - Collins, D J AU - Biever, W J AU - Dingus, T A AU - Neale, V L AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): AN EXAMINATION OF DRIVER PERFORMANCE UNDER REDUCED VISIBILITY CONDITIONS WHEN USING AN IN-VEHICLE SIGNING AND INFORMATION SYSTEM (ISIS) PY - 1999/12 SP - 111 p. AB - Recent technological innovations and the need for increased safety and congestion reduction on the world's roads have led to the introduction of In-Vehicle Information Systems (IVIS). These systems will provide navigation and advisory information to drivers while they are driving. One aspect of these systems, In-Vehicle Signing and Information Systems (ISIS), would provide the warning, regulatory, and advisory information that is currently found on road signs. These systems may be of particular benefit when external elements such as rain, snow, or night driving reduce or eliminate the opportunity for drivers to detect road signs. This study attempts to determine what benefits, if any, are realized by drivers using this system. Fifty-eight drivers operated an instrumented Oldsmobile Aurora, either with or without an ISIS, under a variety of visibility conditions. The visibility conditions included either rain or no rain, and either day or night driving. Younger drivers (18-30 years old) and older drivers (65 years or older) took part in this study. Three measures of driver performance were collected along with subjective preference data. Each measure was evaluated in order to determine what impact, if any, weather, time of day, age, and ISIS use had on performance. Subjective data were evaluated in order to determine driver preference and acceptance of the ISIS display. The results indicated that use of the ISIS display led to more appropriate speeds and greater reaction distances for all drivers. Evidence was found that seems to indicate that drivers may receive a particular benefit from ISIS in complex, unfamiliar, or low visibility situations. Subjectively, the majority of the drivers indicated that the ISIS display made them more aware of road sign information, and the acceptance rate among drivers was high. KW - Acceptance KW - Advanced driver information systems KW - Advanced traveler information systems KW - Aged KW - Benefits KW - Consumer preferences KW - Daylight KW - Drivers KW - Field tests KW - Guidelines KW - Human factors KW - Human subject testing KW - Night KW - Performance KW - Rain KW - Visibility KW - Young adults UR - http://www.fhwa.dot.gov/publications/research/safety/99130/99130.pdf UR - http://ntl.bts.gov/lib/8000/8300/8377/99130.pdf UR - https://trid.trb.org/view/654149 ER - TY - RPRT AN - 00795346 AU - Hanowski, R J AU - Gallagher, J P AU - Kieliszewski, C A AU - Dingus, T A AU - Biever, W AU - Neale, V AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): DRIVER RESPONSE TO UNEXPECTED SITUATIONS WHEN USING AN IN-VEHICLE INFORMATION SYSTEM PY - 1999/12 SP - 93 p. AB - This investigation is one of a series of studies aimed at investigating Advanced Traveler Information Systems (ATIS) and Commercial Vehicle Operations (CVO) applications and their effect on driver behavior and performance. A field experiment was conducted to investigate the benefits and detriments of using an In-Vehicle Information System (IVIS) when the driver is confronted with unexpected situations. The IVIS used in the present study included three in-vehicle subsystems: In-Vehicle Signing and Information Systems (ISIS), which provide redundant roadside information, In-Vehicle Routing and Navigation Systems (IRANS), and In-Vehicle Safety Advisory and Warning Systems (IVSAWS). This research focused on five primary areas: (1) the inclusion of unexpected situations, specifically external events and vehicle status warnings, (2) driver notification of these events and warnings via an IVSAWS, (3) situation awareness of the driver when confronted with unexpected situations, (4) the impact of IVIS display density on driver response to unexpected situations, and (5) older driver use of an IVIS when confronted with unexpected situations. Three research questions were posed and investigated, each involving the use of an IVIS and response to unexpected situations: (1) Do drivers derive a benefit from using an IVIS that has multiple subsystems, when confronted with an unexpected situation? (2) What impact does IVIS information density have on driver's behavior and performance? and (3) What impact does driver age have on system use and measures related to driver behavior and performance? The following conclusions and recommendations were derived from this field study: (1) results indicated a clear benefit for drivers responding to external events and vehicle status warnings when using an IVIS, (2) drivers are capable of safely switching attention from an IVIS to the forward roadway while responding to an external event, (3) older drivers behave more cautiously when using an IVIS and responding to unexpected situations, (4) limitations associated with older driver performance, such as longer response latency and more frequent navigation errors, may be reduced through the use of an optimally designed IVIS, (5) auditory cues for alerts should allow user control of intensity, and (6) drivers should be allowed to select "low urgency" messages and alerting cues from a bank of options that crosses sense modalities. KW - Advanced driver information systems KW - Advanced traveler information systems KW - Aged KW - Audible warning devices in vehicles KW - Benefits KW - Design KW - Drivers KW - Field tests KW - Guidelines KW - Human factors KW - Human subject testing KW - In-vehicle routing and navigation systems KW - Messages (Communications) KW - Performance KW - Traffic safety KW - Warning devices KW - Young adults UR - http://www.fhwa.dot.gov/publications/research/safety/99131/99131.pdf UR - http://ntl.bts.gov/lib/8000/8300/8376/99131.pdf UR - https://trid.trb.org/view/654150 ER - TY - RPRT AN - 00795283 AU - Molinas, A AU - Abdeldayem, A W AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - EFFECTS OF GRADATION AND COHESION ON BRIDGE SCOUR. VOLUME 3: ABUTMENT SCOUR FOR NONUNIFORM MIXTURES PY - 1999/12 SP - 336 p. AB - In this experimental study effects of coarse size fraction on clear water abutment scour was studied using sixteen different sediment mixtures ranging from very fine sand to gravel sizes. Experiments were conducted in two-foot, eight-foot, and twenty-foot wide flumes to cover a range of geometrically similar flow conditions to analyze scale effects in physical modeling of abutment scour. In the experiments, for mixtures with median sediment sizes (D sub 50) of 0.1 mm, 0.55 mm, 0.78 mm, and 1.8 mm, the coarse size fractions present in mixtures corresponding to D sub 90 and D sub 95 sizes were varied while keeping the median size and sediment gradation constant. Results of abutment scour experiments were normalized using corresponding abutment scour values for uniform mixtures with same median sediment sizes. A coarse size fraction compensation factor W sub g is presented to account for the presence of varying amounts of coarse material in sediment mixtures under different dimensionless flow intensities. It is found that for very low flow intensities and for intensities approaching live-bed conditions, the coarse material fractions have little effect. However, for a wide range of intermediate dimensionless flow intensities, abutment scour is found to be very much dependent on the coarse material fraction and can be as low as 15% of scour in uniform material with the same D sub 50 size. KW - Bridge abutments KW - Coarse sediment KW - Flow conditions KW - Gravel KW - Laboratory studies KW - Median diameter KW - Sand KW - Scour KW - Sediment gradation UR - https://trid.trb.org/view/654114 ER - TY - RPRT AN - 00795286 AU - Molinas, A AU - Noshi, H M AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - EFFECTS OF GRADATION AND COHESION ON BRIDGE SCOUR. VOLUME 6: ABUTMENT SCOUR IN UNIFORM AND STRATIFIED SAND MIXTURES PY - 1999/12 SP - 339 p. AB - In this study abutment scour for homogeneous and stratified sand mixtures was investigated experimentally using sand mixtures with median sizes (D sub 50) of 0.1 mm, 0.58 mm, and 1.8 mm. Experiments were conducted in two-foot-wide and six-foot-wide flumes at the Engineering Research Center, Colorado State University. In the first part of the study, abutment scour for homogeneous sand mixtures was studied by conducting fixed-bed and movable-bed experiments under the same flow and geometric conditions. Local scour was related to abutment nose shear stresses which are expressed in terms of nose velocities. Fixed-bed experiments provided relationships for quantifying parameters needed to estimate nose velocities and shear stresses. The movable-bed experiments were used to define the affected flow zones, to define relationships between pre- and post-scour conditions, and to relate the flow intensities to scour. An analytical relationship was derived using governing continuity and flow equations. The experimental parameters needed in this relationship were derived for vertical wall abutments. The second part of the study, abutment scour in stratified sediment mixtures, was studied by conducting experiments using layers of fine and coarse-sand mixtures with median sizes of 0.1 mm and 1.8 mm, respectively. Various configurations of layering (fine on coarse, coarse on fine, all coarse, all fine) were used to relate the scour hole geometry to that experienced in the homogeneous bed-material. The results show that scour in layered material is governed by the coarsest layer exposed to scour. KW - Bridge abutments KW - Coarse sediment KW - Flow conditions KW - Homogeneous soils KW - Laboratory studies KW - Sand KW - Scour KW - Sediment gradation KW - Shear stress KW - Stratified soils UR - https://trid.trb.org/view/654117 ER - TY - RPRT AN - 00795280 AU - Rauhut, J B AU - Eltahan, A AU - Simpson, A L AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - COMMON CHARACTERISTICS OF GOOD AND POORLY PERFORMING AC PAVEMENTS PY - 1999/12 SP - 113 p. AB - This report documents the analysis and findings of a study to identify the site conditions and design/construction features of flexible pavements that lead to good performance and those that lead to poor performance. Data from the Long Term Pavement Performance (LTPP) test sections were used along with findings from previous and ongoing analyses of LTPP data. As there were no known criteria for identifying performance expectations over time as good, normal, or poor, a group of experts was convened to establish criteria. Separate criteria were developed for performance in roughness (International Roughness Index, IRI), rutting, transverse cracking, and fatigue cracking. This work attempted to identify the pavement characteristics that have a significant impact on the occurrence of these four distress types. In many cases, definitive conclusions could not be drawn, because the effects of the different characteristics are interactive. More in-depth analysis is needed to sort out these interactive effects. KW - Asphalt concrete pavements KW - Construction KW - Expert evidence KW - Fatigue (Mechanics) KW - Flexible pavements KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Roughness KW - Rutting KW - Test sections KW - Transverse cracking UR - http://ntl.bts.gov/lib/16000/16000/16060/PB2000102377.pdf UR - https://trid.trb.org/view/654111 ER - TY - RPRT AN - 00795282 AU - Molinas, A AU - Noshi, H M AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - EFFECTS OF GRADATION AND COHESION ON BRIDGE SCOUR. VOLUME 2: EXPERIMENTAL STUDY OF SEDIMENT GRADATION AND FLOW HYDROGRAPH EFFECTS ON CLEAR WATER SCOUR AROUND CIRCULAR PIERS PY - 1999/12 SP - 89 p. AB - In the first part of this experimental study effects of sediment size gradation on clear-water pier scour was studied using four sand mixtures with median sediment sizes (D sub 50) of 0.76 mm, 1.8 mm, and 1.87 mm and with different gradation coefficients. Experiments were conducted in the two-foot-wide by sixty-foot-long experimental flume at the Engineering Research Center, Colorado State University, using 2 in., 2.50 in., and 2.75 in. diameter (51, 64, and 70 mm) circular piers. A regression equation was derived to fit the experimental data specific to the particular pier and flow conditions used in the experiments. This equation shows that gradation effects are not constant through the entire range of flow conditions but vary with flow intensity. In the second part of the experimental study, effects of flow hydrograph is investigated by subjecting circular piers used in the first part to bursts of discharges of varying duration and rate of increase. It is found that up to 60% of the ultimate scour could be attained in short duration events for rapidly increasing flow conditions. Results are expressed in the form of a regression expression using one of the test cases as the normalizing event. KW - Bridge piers KW - Flow conditions KW - Hydrographs KW - Laboratory studies KW - Median diameter KW - Regression analysis KW - Sand KW - Scour KW - Sediment gradation UR - http://ntl.bts.gov/lib/16000/16200/16257/PB2000103271.pdf UR - https://trid.trb.org/view/654113 ER - TY - RPRT AN - 00795281 AU - Molinas, A AU - Abdou, M I AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - EFFECTS OF GRADATION AND COHESION ON BRIDGE SCOUR. VOLUME 1: EFFECT OF SEDIMENT GRADATION AND COARSE MATERIAL FRACTION ON CLEAR WATER SCOUR AROUND BRIDGE PIERS PY - 1999/12 SP - 199 p. AB - The effects of gradation and coarse bed material fraction on pier scour were investigated experimentally in the eight-foot-wide by two-hundred-foot-long tilting flume at the Engineering Research Center, Colorado State University. Six different sand mixtures with the same median diameter (D sub 50) of 0.75 mm, but with gradation coefficients ranging from 1.38 to 3.4 were used in the experiments. To study the coarse material fraction effects, mixtures with the same median diameter and gradation coefficient, but with varying D sub 90 and D sub 95 sizes were subjected to the same scour conditions. The experiments were limited to clear water scour around a circular pier with a diameter of 7.0 in. (178 mm). Flow intensities starting with incipient conditions were increased in the experiments until live-bed conditions were encountered. Extensive bed material samples from the scour hole and the approach were obtained and analyzed. A regression equation was derived to fit the experimental data specific to the particular pier and flow conditions that were used in the experiments and is not intended for general application. Experiments reveal that the coarse material fraction, rather than the gradation coefficient, is the controlling sediment property factor in pier scour. KW - Bridge piers KW - Coarse sediment KW - Laboratory studies KW - Median diameter KW - Regression analysis KW - Sand KW - Scour KW - Sediment gradation UR - http://ntl.bts.gov/lib/16000/16200/16256/PB2000103270.pdf UR - https://trid.trb.org/view/654112 ER - TY - RPRT AN - 00795284 AU - Molinas, A AU - Hosni, M M AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - EFFECTS OF GRADATION AND COHESION ON BRIDGE SCOUR. VOLUME 4: EXPERIMENTAL STUDY OF SCOUR AROUND CIRCULAR PIERS IN COHESIVE SOILS PY - 1999/12 SP - 191 p. AB - The effects of cohesion on pier scour was investigated experimentally using four-foot-wide, eight-foot-wide, and twenty-foot-wide test flumes at the Engineering Research Center, Colorado State University. In the first part of the experiments, clay-sand mixtures with varying amounts of clay were subjected to different approach flow conditions. Experiments were normalized with scour experienced in pure sands. For Montmorillonitic clay mixtures, results showed that in sandy clays increasing the clay content to up to 30% may reduce scour by up to 40%. Beyond a certain clay content (30-40% for the present mixture) parameters such as compaction, initial water content, degree of saturation, shear strength, etc., dominate the pier scour. In the second part of the experiments, these effects were investigated for flow conditions with Froude numbers ranging from 0.2 (subcritical) to 1.4 (supercritical). Regression equations reflecting flow and selected cohesive soil parameters to pier scour were derived for the particular pier and flow conditions that were used in the experiments. These experiments showed that pier scour in cohesive material can be expressed in terms of cohesive soil parameters which can be determined in the field. The equations derived from this study do not attempt to relate effects due to pier geometry, flow depth, gradation of sand in the mixtures, etc., and therefore are not intended for general application. These relationships are derived to explain the variability of pier scour with cohesion properties. KW - Bridge piers KW - Cohesion KW - Cohesive soils KW - Flow conditions KW - Froude number KW - Montmorillonite KW - Regression analysis KW - Sandy clays KW - Scour KW - Subsonic flow KW - Supersonic flow UR - http://ntl.bts.gov/lib/16000/16200/16259/PB2000103273.pdf UR - https://trid.trb.org/view/654115 ER - TY - RPRT AN - 00795285 AU - Molinas, A AU - Relad, N Y AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - EFFECTS OF GRADATION AND COHESION ON BRIDGE SCOUR. VOLUME 5: EFFECT OF COHESION ON BRIDGE ABUTMENT SCOUR PY - 1999/12 SP - 250 p. AB - The effects of cohesion on abutment scour was investigated experimentally using four-foot-wide and eight-foot-wide test flumes at the Engineering Research Center, Colorado State University. In the first part of the experiments, clayey-sand mixtures with varying amounts of clay were subjected to different approach flow conditions. The abutment scour resulting from these experiments was normalized with pure sand scour experiments. For Montmorillonitic clay mixtures, experimental results show that for sandy clays, increasing the clay content up to 30% may reduce scour by up to 40%. For Kaolinitic clay mixtures the results are more dramatic, for scour reduction is up to 80% of that observed in pure sands. Beyond a certain percentage of clay content (30-40% for the present mixture) parameters such as compaction, initial water content, degree of saturation, shear strength, etc., dominate the abutment scour. In the second part of the experiments, these effects were investigated for flow conditions with Froude numbers ranging from 0.2 to 0.8. Regression equations relating flow and selected cohesive soil parameters to abutment scour were developed for the particular abutment and flow conditions that were used in the experiments. These experiments showed that abutment scour in cohesion material can be expressed in terms of cohesive soil parameters which can be determined in the field. The equations derived from this study do not attempt to relate effects due to abutment geometry, flow depth, gradation of sand in clay-sand mixtures, etc., and therefore are not intended for general application. These relationships are derived to explain the variability of abutment scour with cohesion properties. KW - Bridge abutments KW - Cohesion KW - Cohesive soils KW - Flow conditions KW - Froude number KW - Kaolinite KW - Laboratory studies KW - Montmorillonite KW - Regression analysis KW - Sandy clays KW - Scour UR - http://ntl.bts.gov/lib/16000/16200/16260/PB2000103274.pdf UR - https://trid.trb.org/view/654116 ER - TY - RPRT AN - 00791623 AU - Lee, Jong Jae AU - MANNERING, F L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF ROADSIDE ACCIDENT FREQUENCY AND SEVERITY AND ROADSIDE SAFETY MANAGEMENT PY - 1999/12 SP - 144 p. AB - In Washington State, priority programming for evaluating accident prevention and mitigation (safety improvement) involves analysis of roadside features, but the effects that such features have on the frequency and severity of accidents is not well understood. This study investigated the relationships among roadway geometry, roadside characteristics, and run-off-roadway accident frequency and severity to provide a basis for identifying cost-effective ways to improve highway designs that will reduce the probability of vehicles leaving the roadway and the severity of accidents when they do. To better understand the effects of roadside features on accident frequency and severity, the researchers surveyed other states' priority programming practices. The survey showed that proactive approaches, in general, are in their infancy, and none of them adequately accounts for the effects of roadside features on accidents. To quantify the effects of roadside features on accident frequency and severity, the researchers gathered data from the northbound direction of State Route 3 in Washington State. For accident frequency analysis, negative binomial and zero-inflated negative binomial models of monthly accident frequency were estimated. The findings showed both significant differences and similarities in the factors that affect urban and rural accident frequencies. The results indicated that run-off-roadway accident frequencies can be significantly reduced by increasing lane and shoulder widths; widening medians; expanding approaches to bridges; shielding, relocating, and removing roadside hazardous objects; and flattening side slopes and medians. The statistical analysis also provided an estimate of the magnitude of the influence of these factors. The effects of roadside features on run-off-roadway accident severity were studied with a nested logit model. Roadside features that were found to significantly affect the severity of run-off-roadway accidents included bridges, cut-type slopes, ditches, culverts, fences, tree groups, sign supports, utility poles, isolated trees, and guardrails. As was the case for the frequency analysis, elasticity estimates allowed quantification of the effects of roadside features on accident severity. KW - Bridge approaches KW - Crash rates KW - Crash severity KW - Culverts KW - Ditches KW - Fences KW - Guardrails KW - Highway design KW - Improvements KW - Medians KW - Ran off road crashes KW - Road shoulders KW - Roadside KW - Roadside hazards KW - Rural areas KW - Sign supports KW - Slopes KW - Statistical analysis KW - Traffic lanes KW - Trees KW - Urban areas KW - Utility poles KW - Washington (State) KW - Width UR - http://www.wsdot.wa.gov/research/reports/fullreports/475.1.pdf UR - http://ntl.bts.gov/lib/16000/16100/16162/PB2000102820.pdf UR - https://trid.trb.org/view/648578 ER - TY - RPRT AN - 00791619 AU - Kolcz, A AU - Wall, H B AU - Kimley-Horn and Associates, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ARIZONA STATEWIDE ALTERNATE ROUTE PLAN PY - 1999/12 SP - 47 p. AB - Increasing traffic volumes on Arizona's State Highway System are contributing to the increased frequency and duration of incident-caused rural highway closures, amplifying the need to effectively divert traffic around these situations. Through this research project, the Arizona Department of Transportation (ADOT), in collaboration with other state agencies, is addressing the need for a statewide, seamless and homogenous set of current alternate routes to supplement the existing detours developed by ADOT District offices. To accomplish this goal, this project developed an alternate route database in close cooperation with the ADOT Districts and Arizona Department of Public Safety (AZ DPS). The alternate route electronic database and workbook will be distributed both internally within ADOT and to DPS as a controlled document. Both agencies will use the detour workbook for incident management, with designated ADOT staff continuing to update the workbook as needed. In the future, ADOT can use rural Variable Message Signs (VMS) and other systems to implement detours from the workbook and include detour information in Highway Closure and Restriction System (HCRS) bulletins. KW - Arizona KW - Databases KW - Detours KW - Highway closure KW - Incident management KW - Rural highways KW - Traffic diversion KW - Traffic incidents UR - https://trid.trb.org/view/648574 ER - TY - RPRT AN - 00790535 AU - Federal Highway Administration AU - Federal Transit Administration TI - TRANSPORTATION MANAGEMENT CONCEPTS OF OPERATION IMPLEMENTATION GUIDE PY - 1999/12 SP - v.p. AB - A concept of operations for a Transportation Management Center (TMC) defines what the center accomplishes, and how it goes about accomplishing it. Thus, it defines functions (what is accomplished) and processes (how they are accomplished). This document will assist agencies in developing a concept of operations by providing insight into each of the topics that a concept of operations is likely to contain. Examples of operation considerations from TMCs in the United States and Canada, including ones operating in both large metropolitan areas and in medium or smaller areas, are highlighted. An extensive list of reference materials on both concepts of operations and on TMCs is included. The issues, processes, and concepts contained in this document are drawn from freeway, arterial, and transit management examples. KW - Arterial highways KW - Canada KW - Freeway management systems KW - Implementation KW - Large cities KW - Management KW - Metropolitan areas KW - Operations KW - Public transit KW - Small cities KW - Traffic control centers KW - United States UR - http://ntl.bts.gov/lib/jpodocs/rept_mis/11494.pdf UR - https://trid.trb.org/view/649183 ER - TY - SER AN - 00789190 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - THE PERFORMANCE AND REGISTRATION INFORMATION SYSTEMS MANAGEMENT (PRISM) PILOT DEMONSTRATION PROJECT PY - 1999/12 SP - 4 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 mandated a study to explore the potential of the commercial motor vehicle (CMV) registration process as a safety enforcement tool for reducing CMV accidents. The project sought to establish a link between the motor carrier safety information network systems of the U.S. Department of Transportation and similar CMV registration and licensing systems used by States. It has two goals: to determine the safety fitness of motor carriers prior to issuing license plates; and to cause unsafe motor carriers to enhance performance through a performance-based improvement process, and, when necessary, apply sanctions. A study design for the Performance and Registration Information Systems Management (PRISM) program was developed and piloted in five States over a period of 4 years, ending in 1997. The results of the PRISM study proved conclusively that a link could be established between Federal and State information systems, and that the CMV registration process could serve as a powerful enforcement tool in both Federal and State motor carrier safety programs. There are currently 12 States participating in the PRISM program, and 4 or 5 States are expected to join per year. This tech brief discusses the PRISM pilot demonstration project. KW - Commercial vehicle operations KW - Commercial vehicles KW - Information systems KW - Licensing KW - Management KW - Motor carriers KW - Performance KW - Registrations KW - Safety programs KW - Sanctions KW - Truck crashes KW - Truck drivers KW - Trucking safety UR - http://ntl.bts.gov/lib/10000/10000/10097/tb00-005.pdf UR - https://trid.trb.org/view/650818 ER - TY - SER AN - 00789177 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - SPEEDING-RELATED MULTI-VEHICLE FATAL CRASHES INVOLVING LARGE TRUCKS PY - 1999/12 SP - 4 p. AB - Speeding reduces a driver's ability to steer safely around curves or objects in the roadway, extends the distance necessary to stop a vehicle, and increases the distance a vehicle travels while the driver reacts to a dangerous situation. The danger is heightened when the speeding vehicle is either a large truck or some other vehicle in its vicinity, given the distances required for large trucks to stop or to react to sudden changes on the roadway. This Analysis Brief presents findings on the extent to which speeding - driving in excess of the speed limit or driving too fast for conditions - plays a role in multi-vehicle fatal crashes involving large trucks (over 10,000 pound gross vehicle weight rating). KW - Fatalities KW - Heavy duty trucks KW - Large trucks KW - Multiple vehicle crashes KW - Speeding KW - Traffic crashes KW - Trucks UR - http://ntl.bts.gov/lib/51000/51200/51266/ab00-004.pdf UR - http://ntl.bts.gov/lib/9000/9200/9222/Ab00-004.pdf UR - https://trid.trb.org/view/650805 ER - TY - RPRT AN - 00789850 AU - Jernigan, J D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - COMPARATIVE CASE STUDIES OF CORRIDOR SAFETY IMPROVEMENT EFFORTS PY - 1999/12 SP - 33 p. AB - In 1988, following a series of fatal crashes on U.S. Route 322, Pennsylvania's governor directed Pennsylvania's secretary of transportation to develop immediate, short-term measures to improve safety on the roadway. In response, the Pennsylvania Department of Transportation (PennDOT) led a multidisciplinary team that developed a fourteen-point safety plan for the corridor. PennDOT immediately declared the initiative a success and implemented similar efforts statewide. The Federal Highway Administration heard about these programs, named Corridor Safety Improvement Programs (CSIPs), and encouraged other states to use them. Following Pennsylvania, numerous states, including Virginia and California, developed CSIPs. Further, in 1997, a series of fatal crashes on U.S. Route 28 in Virginia led to Virginia's governor directing Virginia's secretary of transportation to improve safety on the roadway, as had happened in Pennsylvania. This study investigates these safety efforts to determine the factors associated with effectiveness. The researcher presents model guidelines for developing effective corridor safety programs. KW - Countermeasures KW - Fatalities KW - Guidelines KW - Highway corridors KW - Highway safety KW - Improvements KW - Safety programs KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r17.pdf UR - http://ntl.bts.gov/lib/16000/16000/16072/PB2000102422.pdf UR - http://ntl.bts.gov/lib/9000/9800/9850/00-r17.pdf UR - https://trid.trb.org/view/648000 ER - TY - RPRT AN - 00789838 AU - Diplas, P AU - Duncan, J M AU - Mitchell, J K AU - Coffey, J AU - Smith, C AU - Stallings, S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - RESEARCH ON DESIGN FOR PREVENTION OF DITCH EROSION ON VIRGINIA HIGHWAYS PY - 1999/12 SP - 57 p. AB - Roadside ditch erosion has been problematic on Virginia highways. The Virginia Department of Transportation (VDOT), through the Virginia Transportation Research Council, requested that roadside ditch erosion be investigated by means of a research project. Virginia Tech was selected to conduct this study. In support of this research, design guidance documents were surveyed to learn the current established policy and procedures for soil data collection and reporting, and the design practice for hydrologic and hydraulic analyses of roadside ditches. Site visits to each of Virginia's nine construction districts were made to interview district personnel about their personal experience with roadside ditch design, performance, and erosion failures. Current ditch design practices in nine other states were investigated through the collection and survey of state drainage manuals, and phone interviews with state DOT personnel. Finally, an extensive review of current literature was performed with the intent of investigating current research on ditch erosion and erosion control. Results of the research indicate that three major factors are contributing to the occurrence of erosion in roadside ditches. They include: 1) insufficient soil information collected on road projects and reported in unusable formats for the hydraulic designers; 2) overuse of default values and criteria in hydraulic design; and 3) geographical and management issues not currently encompassed by current VDOT ditch design policies and procedures. Recommendations directed at these factors are provided, along with tables presenting updated correlations between site-specific conditions and hydraulic parameters for design. KW - Data collection KW - Design KW - Districts and authorities KW - Ditches KW - Erosion control KW - Hydraulics KW - Hydrology KW - Interviewing KW - Literature reviews KW - Policy KW - Recommendations KW - Soils KW - Surveys KW - Virginia UR - http://ntl.bts.gov/lib/16000/16100/16158/PB2000102816.pdf UR - https://trid.trb.org/view/647988 ER - TY - RPRT AN - 00789828 AU - Bahia, H AU - Ahmad, S AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND CORRELATION OF LAB AND FIELD TENSILE STRENGTH RATIO (TSR) PROCEDURES AND VALUES IN ASSESSING THE STRIPPING POTENTIAL OF ASPHALT MIXES PY - 1999/12 SP - 152 p. AB - The research study focused on investigation of the extent to which the Wisconsin asphalt pavements were affected by moisture damage and the extent to which the laboratory moisture damage results correlate with field performance. The prediction of moisture damage is currently performed in Wisconsin using the procedure AASHTO T-283, Tensile Strength Ratio (TSR) on hot mix asphalt. The objectives of this study were to: (1) determine if the current procedure is capable of predicting the moisture damage of the mixes in the field; (2) determine if Wisconsin pavements have moisture damage problems based on laboratory and field TSR values; and (3) determine the extent of moisture damage and the consequences on pavement performance based on cores extracted from selected pavement sections. If (1) is true, but existing tests are not adequate to identify the stripping problems, added objectives would be (4) determine procedures to measure the potential for moisture damage, and (5) develop revised or new procedures for testing and revise the threshold values used. The available database consisted of TSR data collected from materials used in Wisconsin. The relationship between lab prepared mixes and the field recovered mixes was difficult to establish. TSR test results are very sensitive to procedure and details of testing. The value of TSR test results in predicting moisture damage is questionable because of significant variability inherent in the test procedure. Opinions were gathered from the neighboring states about their experience with the TSR test. A statistical analysis was performed on the database. It was concluded that there is no relation between the performance of pavements as measured by the pavement distress index (PDI) numbers, the lab TSR values measured during the mixture designs or TSR values from recovered samples. A statistical analysis was performed on the database. A model was derived from the statistical analysis. This model can predict the wet strength of asphaltic mixes from the dry strength. Data concerning additives and net saturation improved the prediction of wet strength. It is recommended that (1) testing for moisture damage using the AASHTO T-283 procedure be made optional; (2) the contractor be given the choice of either accepting the estimated value using a statistical model or conducting the test on field prepared mixtures; (3) the model developed in this study be used to estimate the wet strength; (4) the values from the field prepared samples be used for quality acceptance; and (5) the TSR value database be continuously updated and the prediction model be revised annually. KW - Acceptance tests KW - Asphalt mixtures KW - Asphalt pavements KW - Cores (Specimens) KW - Dry strength KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Moisture damage KW - Pavement distress KW - Pavement performance KW - Quality control KW - Statistical analysis KW - Stripping (Pavements) KW - Tensile strength KW - Undrained strength KW - Wisconsin UR - http://ntl.bts.gov/lib/16000/16300/16308/PB2000103391.pdf UR - https://trid.trb.org/view/647979 ER - TY - RPRT AN - 00789824 AU - Wilson, J AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - FLOWABLE FILL AS BACKFILL FOR BRIDGE ABUTMENTS PY - 1999/12 SP - 29 p. AB - This study attempted to document the effectiveness of using a controlled low strength material (CLSM) as backfill for two county highway bridge abutments. The west ends of the two structures were constructed with the CLSM, while the east ends were constructed with conventional granular materials/compaction methods. The CLSM used consisted of a mixture of foundry sands, Class C flyash, cement and water. It was hoped that the CLSM would eliminate the familiar "dip" in the road experienced by roadway users at the bridge deck/approach interface caused by the settlement of the conventional materials/compaction methods. The two bridge abutments were constructed in the fall of 1996 and monitored for performance for three years. The evaluation consisted of taking levels of both sides of both structures twice a year and comparing the profiles for settlement. In this case study, the data collected and plotted on graphs indicate that the abutments that were constructed with CLSM showed tighter groupings than the abutments constructed with conventional materials/compaction methods, i.e., the CLSM showed superior settlement characteristics. However, the difference is not real significant, but it is promising, and in the case of the CTH G bridge, the performance was noticeably better as rated by five adults riding in a 1998 Dodge minivan driven over the structure at normal highway speeds. The subjects were not told which side of the bridge was constructed with CLSM and which side was constructed with conventional methods. All agreed the CLSM side showed superior performance in terms of a less pronounced dip in the road at the bridge deck/approach interface. A similar poll conducted on the CTH D structure was inconclusive. It must be noted, however, that both sides of both structures were patched with a 3/4 in. (1.9 cm) wedge of asphalt at one and two years after initial construction. KW - Backfill soils KW - Bridge abutments KW - Cement KW - Data collection KW - Fills KW - Flowable fill KW - Fly ash KW - Foundry sand KW - Monitoring KW - Performance KW - Settlement (Structures) UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-16-99flowablefill1.pdf UR - https://trid.trb.org/view/647975 ER - TY - RPRT AN - 00789804 AU - Wasson, J AU - Abbas, M AU - Bullock, D AU - RHODES, A AU - Zhu, C K AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - RECONCILED PLATOON ACCOMMODATIONS AT TRAFFIC SIGNALS PY - 1999/12 SP - 217 p. AB - The use of microprocessor-based traffic signal controllers introduced in the 1960s has allowed for the development of many new strategies to make traffic signal systems more responsive to traffic conditions. Many efforts have focused on the development of real-time, adaptive control strategies. While some of these strategies have been shown to improve intersection performance, there are several factors that have limited their deployment. Some of these include substantial capital cost, complicated calibration procedures, and the reluctance of practicing engineers to deploy strategies radically different from those currently in use. Therefore, lower cost strategies that are compatible with existing infrastructure continue to be explored. This research effort is considered to be in this category. Isolated signalized intersections, which are operated by actuated type controllers, often do not allocate green time in an optimal manner when compared to the temporal distribution of arriving traffic. Current detection schemes are typically used to provide localized detection near the intersection. At isolated intersections, which do not have coordinated timing plans for allowing progression of platoons, timing decisions are based on the binary status of localized detectors. Therefore, when platoons are forced to stop to allow the passage of a few vehicles from a minor phase, excessive stops and delays are created at the intersection. The proposed strategy uses a detection device located several thousand feet upstream from the intersection from which information is processed to identify platoons. When these platoons are detected, the controller is manipulated using low-priority preemption to allow for the platoon to progress through the intersection unimpeded. This research presents a study in which the platoon accommodation strategy was shown to reduce both the percentage of stops and delays for vehicles in the platoon without significantly impacting any of the minor approaches. This system is designed to be a retrofit to existing control equipment. Since the findings were based upon the simulated traffic, an extensive evaluation was conducted comparing field-observed platooning data with data obtained from CORSIM and the Robertson platoon distribution model. To compare field data with simulation and model data, a new procedure that looked at the percentage of vehicles arriving during a specified window was developed. Those quantitative numbers were summarized in easy to visualize charts. Platoon distribution charts were developed for 1) observed field data, 2) modeled CORSIM data, and 3) theoretical models. These charts, contained in the Appendix of the report, provide a rational procedure for estimating the upper bound on the arrival type used in the Highway Capacity Manual calculations for signalized intersection and arterials (Chapters 9 and 11). In general, the observed field platooning characteristics were similar to the simulation model, but not exact. The CORSIM simulation model tended to have more overall platoon dispersion. KW - CORSIM (Traffic simulation model) KW - Field studies KW - Isolated intersections KW - Location KW - Signalized intersections KW - Theoretical studies KW - Traffic delays KW - Traffic platooning KW - Traffic signal controllers KW - Traffic signal preemption KW - Traffic simulation KW - Vehicle detectors UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1649&context=jtrp UR - https://trid.trb.org/view/647956 ER - TY - RPRT AN - 00789797 AU - Larsen, D A AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF LIGHTWEIGHT NON-CONTACT PROFILERS FOR USE IN QUALITY ASSURANCE SPECIFICATIONS ON PAVEMENT SMOOTHNESS PY - 1999/12 SP - 133 p. AB - Various devices that qualify as lightweight profilers were evaluated as part of a Federal Highway Administration cooperative partnership with nine states. Connecticut offered the opportunity to seven companies to showcase their equipment. Five vendors accepted this offer, four golf-cart type devices and one hitch mounted device were evaluated. In addition, the Connecticut Department of Transportation (ConnDOT) ran its two ARAN vehicles and an ARRB TR Walking Profiler over three test sections used for the study. All data were collected between July 7 and October 19, 1999. This report summarizes the data collection and analysis efforts. An analysis of repeatability (precision) is included. Comparisons of the lightweight profilers with the ConnDOT ARAN and the Walking Profiler are also made. KW - Alternatives analysis KW - Data collection KW - Equipment KW - Lightweight profilers KW - Pavements KW - Performance evaluations KW - Precision KW - Quality assurance KW - Repeatability KW - Roughness KW - Smoothness KW - Test sections UR - http://ntl.bts.gov/lib/16000/16200/16282/PB2000103348.pdf UR - http://ntl.bts.gov/lib/9000/9300/9313/Light_Weight_Profiler_Report.pdf UR - https://trid.trb.org/view/647949 ER - TY - RPRT AN - 00784605 AU - Onyemelukwe, O U AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - LONG-TERM MEASUREMENT OF TIME-DEPENDENT PRE-STRESSED LOSSES IN THE WESTBOUND GANDY BRIDGE PROJECT (PHASE II) PY - 1999/12 SP - 140 p. AB - This report presents the analysis and results from the study of the time-dependent behavior of an actual prestressed concrete bridge as determined from field measurement of strains and temperature at various locations in the bridge structure. It further discusses the resulting prestress losses from creep and shrinkage of concrete, as well as, their effects on stress redistribution in the bridge girders, and on camber and deflection of the girders. The bridge instrumentation techniques used and preliminary results from this bridge were the subject of Phase I of this study which was presented in a previous report, "Field Measurement and Evaluation of Time-Dependent Losses in Prestressed Concrete Bridges" (August 1997) (TRIS 00746733). KW - Creep KW - Curvature KW - Deflection KW - Deformation curve KW - Field studies KW - Girders KW - Prestress loss KW - Prestressed concrete bridges KW - Shrinkage KW - Strain (Mechanics) KW - Stresses KW - Temperature KW - Time dependence UR - http://ntl.bts.gov/lib/16000/16100/16154/PB2000102811.pdf UR - https://trid.trb.org/view/637038 ER - TY - CONF AN - 00784601 AU - Hamilton, P AU - Natek, Incorporated AU - Federal Highway Administration TI - REST AREA FORUM: SUMMARY OF PROCEEDINGS PY - 1999/12 SP - 60p AB - More than 70 representatives attended the Rest Area Forum in Atlanta, Georgia, in June 1999. Representatives from Federal and State departments of transportation, the motor carrier industry, and the private truckstop industry, as well as commercial drivers and safety advocates attended the Forum. The purpose of the meeting was to identify issues and find solutions to provide adequate, safe parking for commercial drivers and their vehicles. Issues included safety and security, privately owned truckstops' ability to meet parking needs, alternative parking sites, locations of public rest areas and privately owned truckstops, financial support, time limits, and trucker education about driver fatigue. Forum participants made recommendations to address each of these issues. U1 - Rest Area ForumFederal Highway AdministrationAtlanta, Georgia StartDate:19990629 EndDate:19990630 Sponsors:Federal Highway Administration KW - Alternatives analysis KW - Commercial vehicle operations KW - Conferences KW - Fatigue (Physiological condition) KW - Financing KW - Motor carriers KW - Parking KW - Private truckstops KW - Roadside rest areas KW - Safety and security KW - Trucking UR - http://ntl.bts.gov/lib/16000/16100/16166/PB2000102857.pdf UR - https://trid.trb.org/view/640008 ER - TY - RPRT AN - 00784545 AU - Lin, W-J AU - Federal Highway Administration TI - MODERN COMPUTATIONAL ENVIRONMENT FOR SEISMIC ANALYSIS OF HIGHWAY BRIDGES PY - 1999/12 SP - 220 p. AB - This report describes the architecture, design and implementation of ALADDIN, a new high-level scripting language and tool kit for interactive matrix and finite element analyses of structures. In ALADDIN, finite element computations are viewed as a specialized form of matrix computation, matrices are viewed as rectangular arrays of physical quantities, and numbers are viewed as dimensionless physical constants. ALADDIN's programming language is similar to "C" in the sense that it uses only a small number of keywords, supports a variety of familiar looping and branching constructs, and links to libraries of matrix and finite element functions. It has been designed so that files are humanly readable and consist of a friendly, intuitive syntax rather than a table of numbers. Engineers are provided with the flexibility of modifying problem parameters and problem-solving algorithms without recompiling source codes. The capabilities of ALADDIN are demonstrated by performing linear static and dynamic analyses for simple structural systems and highway bridges, the principal application area for this research. With appropriate structural response quantities in hand (e.g., distributions of stress, displacement, and hysteretic energy dissipation), ALADDIN can evaluate selected design rules from the AASHTO bridge design code. This report presents the formulation of a special flexibility-based fiber beam-column element that includes both flexural and shear effects. Shear effects are an important displacement component in base-isolated highway structures. By using the fiber elements to model the lead-rubber isolators, it is possible to study the behavior of base-isolated bridges. The bi-linear force-displacement hysteresis loops for lead-rubber isolators are obtained by ALADDIN and can be compared with experimental data to show the accuracy of modeling. The essential benefits of base isolation are illustrated by computing the dynamic mode shapes for isolated and un-isolated versions of an example highway bridge. Finally, an energy-balance equation is performed for a full nonlinear time-history analysis of a three-dimensional base-isolated bridge. The important contribution of this work is that now all of the energy balance computations can be specified from the ALADDIN input file (and not be hard-coded into the program source code), thereby enabling energy-based calculations to be directly linked with the checking of design rules or code requirements. KW - Algorithms KW - Base isolation KW - Computer models KW - Computer programming languages KW - Dynamic structural analysis KW - Earthquake resistant design KW - Energy balance KW - Equations KW - Finite element method KW - Highway bridges KW - Matrices (Mathematics) KW - Static structural analysis UR - http://ntl.bts.gov/lib/16000/16000/16059/PB2000102375.pdf UR - https://trid.trb.org/view/636997 ER - TY - RPRT AN - 00784547 AU - Paikowsky, S G AU - Tolosko, T A AU - Pruitt Energy Sources, Incorporated AU - Federal Highway Administration TI - EXTRAPOLATION OF PILE CAPACITY FROM NON-FAILED LOAD TESTS PY - 1999/12 SP - 169 p. AB - Static pile load test to failure is the ultimate procedure available to examine the capacity and integrity of deep foundations. Being expensive and time-consuming, the procedure is often substituted for the application of a load to a certain factor (most often two) times the contemplated design load. In fact, only a proof test is carried out while the ultimate capacity and actual factor of safety remains unknown. This procedure results in an uneconomic foundation solution, unknown capacity when modifications are required, and the inability of the engineer to gain insight into the controlling mechanism for improved design. The described state of the practice calls for the ability to reliably estimate the ultimate bearing pile capacity for non-failed load tests. A practical analytical method is proposed, capable of extrapolating the measured load-settlement relations beyond the maximum tested load. The proposed procedure, along with two other possible methods, is evaluated. The procedures are examined through a database of 63 driven piles load-tested to failure. Loading is assumed to be known for only 25%, 33%, 50%, 75%, and 100% of the actual bearing capacity (typically lower than the maximum applied load), and separately for 25%, 33%, 50%, 75%, and 100% of the entire load-settlement data points. The limited "known" data is then extrapolated using the different methods and the obtained bearing capacity is compared to the actual measurements. For consistency, only one failure criterion (Davisson) is applied. The obtained results are analyzed statistically to evaluate the accuracy and reliability of the three methods. It is shown that the accuracy of the proposed method is 0.99 +/- 0.21 (1S.D.), 0.96 +/- 0.27, 0.87 +/- 0.30, and 0.78 +/- 0.33 when assuming 75%, 50%, 33%, and 25% of the data points to be known and 0.99 +/- 0.26 (1S.D.), 0.89 +/- 0.41, 0.74 +/- 0.46, and 0.64 +/- 0.44 when assuming 75%, 50%, 33%, and 25% of the bearing capacity to be known, respectively. The obtained results for the 63 database cases suggest that even when the predicted ultimate capacity is four times the maximum actual tested load, the associated risk is zero for exceeding the design load, when using the extrapolated value with a factor of safety of 2.0. All the case histories used in this research relate to driven piles. Even though it is expected to be valid, a detailed examination of the method is required before its safe application to cast-in-place piles. Case history analyses of six load-tested driven piles at two sites are presented. The analyzed cases indicate possible substantial savings when the ultimate capacity well exceeds the maximum applied load. Moreover, the method already demonstrates its enormous importance from aspects of engineering and economics. KW - Accuracy KW - Bearing capacity KW - Case studies KW - Deep foundations KW - Driven piles KW - Engineering economy KW - Estimating KW - Extrapolation KW - Failure KW - Failure criterion KW - Load tests KW - Measurement KW - Piles (Supports) KW - Reliability UR - http://ntl.bts.gov/lib/16000/16000/16053/PB2000102368.pdf UR - https://trid.trb.org/view/636999 ER - TY - SER AN - 00784542 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - SAFETY EVALUATION OF ROLLED-IN CONTINUOUS SHOULDER RUMBLE STRIPS INSTALLED ON FREEWAYS PY - 1999/12 SP - 6 p. AB - This study conducted before and after safety evaluations of projects involving the installation of rolled-in continuous shoulder rumble strips (CSRS) on rural and urban freeways. During resurfacing and shoulder rehabilitation projects, rolled-in CSRS are formed by a roller that leaves grooves during the compaction of the asphalt on the shoulder. In recent years, most CSRS installations have been of the milled type. Field tests conducted by the Virginia Department of Transportation for pavement roughness and sound levels on various typical rumble strips found that the milled type was 12.6 times and 3.35 times greater in the pavement roughness index and sound levels, respectively, than the rolled type. This summary report contains information on the State data bases used, the analysis methods, the results, and the study implications. KW - Before and after studies KW - Construction management KW - Field tests KW - Milling KW - Pavement grooving KW - Roughness KW - Rumble strips KW - Sound level UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/pdfs/00032.pdf UR - https://trid.trb.org/view/639966 ER - TY - RPRT AN - 00780339 AU - Paasch, R K AU - DePiero, A H AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FATIGUE CRACK MODELING IN BRIDGE DECK CONNECTION DETAILS PY - 1999/12 SP - 67 p. AB - Many steel bridges built prior to 1960 have bridge deck connections that are subject to high cycle fatigue. These connections may be nearing their fatigue limit and will require increased inspection and repair over the next 10-20 years. Current inspection and repair are very expensive and only address those details which contain visible cracks. The goal of this research was to develop a methodology to identify problem details - those which are nearing the end of their serviceable life, but may not yet contain visible cracks. One Oregon bridge on Interstate 5 with this problem was studied to assess the loading conditions and fatigue crack growth rate for the connection details. The objective was to use the analysis from this bridge to develop a predictive model of connection detail fatigue life, which could be applied to other bridges. Such a model could be used to guide the inspection and repair process, significantly reducing costs. Finite element modeling methods were used to characterize the structure, and fracture mechanics was used to estimate the fatigue life of the connection details. Fatigue life estimates were found to be very conservative, and results suggested that additional field validation work would be necessary to quantify other forces on the connection details. The project resulted in a low-cost field identification methodology to identify problem details. In addition, five retrofit strategies were examined and several recommendations were made to improve the fatigue-limit estimates. KW - Bridge deck connections KW - Bridge decks KW - Bridges KW - Connection details (Bridges) KW - Fatigue limit KW - Finite element method KW - Fracture mechanics KW - Mathematical prediction KW - Retrofitting KW - Service life KW - Steel UR - http://ntl.bts.gov/lib/10000/10500/10592/spr380.pdf UR - http://ntl.bts.gov/lib/15000/15900/15937/PB2000101762.pdf UR - https://trid.trb.org/view/509271 ER - TY - RPRT AN - 00808856 AU - Energy and Environmental Analysis, Incorporated AU - Cambridge Systematics, Incorporated TI - GREENHOUSE GAS CONTROL STRATEGIES: A REVIEW OF "BEFORE-AND-AFTER" STUDIES PY - 1999/11/12 SP - v.p. AB - The Federal Highway Administration is participating in an OECD research effort to compile and evaluate greenhouse gas (GHG) abatement policies. One aspect of this research requires data on "before and after" studies of GHG reduction strategies implemented in the U.S. This paper summarizes the results of a literature search on such assessments of U.S. efforts to reduce GHG emission from on-highway vehicles and public transit modes. KW - Before and after studies KW - Countermeasures KW - Environmental protection KW - Exhaust gases KW - Greenhouse gases KW - Highways KW - Literature reviews KW - Motor vehicles KW - Pollutants KW - Public transit UR - http://ntl.bts.gov/lib/7000/7500/7595/Before_and_After.pdf UR - https://trid.trb.org/view/673843 ER - TY - RPRT AN - 01166620 AU - Louis Berger and Associates, Incorporated AU - Energy and Environmental Analysis, Incorporated AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Assessment of GHG Models for the Surface Transportation Sector PY - 1999/11/10 SP - 57p AB - This paper is a survey of several models used in the U.S. to estimate the impact of greenhouse gas (GHG) control strategies in the surface transport sector. The models chosen for review were selected to represent both the state-of-the-art, and the state-of-the practice. While this paper does not attempt to review all possible models in the U.S., it is quite comprehensive in its coverage of models that are widely used, or ones widely acknowledged as the state-of-the-art by leading researchers in the field. The categorization of models and the types of strategies that can be analyzed is necessary to provide a good comparative picture of modeling capabilities and model sophistication. Section 1 of this paper is an introduction to the paper. Section 2 provides a description of one possible classification scheme that allows common descriptors to be used across of a variety of models and their capabilities to analyze different types of control strategies. Broadly speaking, the forecasts of surface transportation related GHG emissions need models capable of forecasting vehicle stock, fuel use, national travel, and metropolitan area travel. These topics are the subjects of Sections 3, 4, 5, and 6, respectively. Freight travel models have not been traditionally coupled with personal travel models and are discussed separately in Section 7. Section 8 describes models that integrate information on all vehicles, fuel and travel to estimate total fuel demand and GHG emissions. Section 9 summarizes the capabilities of the different models reviewed to analyze alternative GHG control strategies. KW - Air quality management KW - Data integration KW - Forecasting KW - Freight traffic KW - Fuel consumption KW - Greenhouse gases KW - Ground transportation KW - Mathematical models KW - State of the art KW - State of the practice KW - Strategic planning KW - Travel demand KW - Vehicles UR - http://ntl.bts.gov/lib/7000/7500/7594/ASSESSME.pdf UR - https://trid.trb.org/view/927277 ER - TY - RPRT AN - 00793159 AU - Federal Highway Administration TI - HIGHWAY STATISTICS 1998 SN - 0160502055 PY - 1999/11/01 SP - 204 p. AB - This is an annual report containing analyzed statistical data on motor fuel; motor vehicles; driver licensing; highway-user taxation; State highway finance; highway mileage; Federal aid for highways; highway finance data for municipalities, counties, townships, and other units of local government; select tables/charts from the 1995 Nationwide Personal Transportation Survey; and international data. This report has been published since 1945. These and other State-by-State tabulations are all available in electronic form on the Internet at http://www.fhwa.dot.gov/ohim. The data tables can be viewed in PDF and downloaded as spreadsheet format. KW - Annual reports KW - Driver licensing KW - Federal aid KW - Finance KW - Highway user taxation KW - Highways KW - International KW - Lane miles KW - Local government KW - Miles of road (Road length) KW - Motor fuels KW - Motor vehicles KW - Nationwide Personal Transportation Survey KW - States KW - Statistics UR - http://www.fhwa.dot.gov/ohim/hs98/hs98page.htm UR - https://trid.trb.org/view/649068 ER - TY - RPRT AN - 01105013 AU - McVay, Michael C AU - Kuo, Ching L AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Estimate Damping and Quake by Using Traditional Soil Testings PY - 1999/11//Final Report SP - 96p AB - Impact pile driving greatly alters the behavior of the soil surrounding the pile. The changes of soil responses make it very difficult to estimate Smith soil parameters even by means of Pile Driving Analyzer (PDA) monitoring and CAPWAP Analysis. The ranges of the Smith soil quake and damping from published data were so widely scattered that it is very difficult to select reasonable values for Wave Equation Analysis. The objectives of this research are to explore the meanings of the Smith soil model in Wave Equation Analysis and identify the key variables affecting the determination of the Smith soil parameters. Using the UF pile database for regression analysis, semi-empirical equations for estimating the Smith soil parameters were developed based on conventional soil properties. KW - Damping (Physics) KW - Energy transfer KW - Pile driving KW - Pile foundations KW - Soil mechanics KW - Soil properties KW - Soil tests KW - Wave equations UR - http://ntl.bts.gov/lib/15000/15900/15901/PB2000101649.pdf UR - https://trid.trb.org/view/864168 ER - TY - RPRT AN - 01104845 AU - Harik, Issam E AU - Madasamy, Chelliah AU - Chen, Denglin AU - Vasudevan, K AU - Zhou, Leonong AU - Sutterer, Kevin AU - Allen, David L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Seismic Evaluation of the US41 Northbound Bridge over the Ohio River at Henderson, KY PY - 1999/11//Research Report SP - 154p AB - The main objective of this investigation is to assess the structural integrity of the Ohio River bridge on US 41 Northbound at Henderson, Kentucky, when subjected to a projected 50-year earthquake. The investigation considers both the main bridge and the approach spans. To achieve the objective, the scope of the work was divided into the following tasks: (1) Field testing of the main bridge; (2) Finite element modeling and calibration; (3) Time-history seismic response analysis; and (4) Seismic response of the approach bridges using the response spectrum method. KW - Bridges KW - Earthquake resistant design KW - Earthquake resistant structures KW - Field tests KW - Finite element method KW - Henderson County (Kentucky) KW - Ohio River KW - Seismicity KW - Structural analysis KW - Vibration UR - http://ntl.bts.gov/lib/18000/18000/18009/PB2001106207.pdf UR - https://trid.trb.org/view/864514 ER - TY - RPRT AN - 01062237 AU - Federal Highway Administration TI - Marshalls Creek traffic relief study, connector between PA-209, business 209 and PA-402, Monroe County : environmental impact statement PY - 1999/11//Volumes held: Draft(2v), Supplement to the draft, Final(3v) KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821733 ER - TY - SER AN - 00977205 JO - Application Notes PB - Federal Highway Administration AU - Federal Highway Administration TI - NEW SOFTWARE TOOL PAVES THE WAY FOR MORE COST-EFFECTIVE, DURABLE ROADS IN KANSAS: KANSAS RELIES ON LTPPBIND SOFTWARE TO SELECT SUPERPAVE BINDER PGS PY - 1999/11 SP - 2 p. AB - The Long Term Pavement Performance (LTPP) program recently used data from its Seasonal Monitoring Program to quantify the relationship between air and pavement temperatures. This evaluation resulted in the development of improved low and high pavement temperature models for selecting Superpave performance grade (PG) asphalt binders. These improved models were then incorporated into a software program called LTPPBind. Today, the Kansas Department of Transportation (KDOT) relies on LTPPBind to select its Superpave binder PGs. LTPPBind provides users with the ability to select PGs based on actual site temperature conditions and adjust the selection based on site traffic loading and speed conditions. Benefits include reduced thermal cracking and rutting, less frequent road repairs, fewer highway maintenance zones to snarl traffic, and reduced costs. KW - Bituminous binders KW - Cost effectiveness KW - Kansas KW - Long-Term Pavement Performance Program KW - Ltppbind (Computer program) KW - Pavement performance KW - Software KW - Superpave UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/00019/00019.pdf UR - https://trid.trb.org/view/705138 ER - TY - RPRT AN - 00970400 AU - SWEROAD AU - Federal Highway Administration TI - FINANCING THE STATEWIDE PLAN: A GUIDEBOOK PY - 1999/11 SP - 67 p. AB - Since the passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), state departments of transportation across the country have developed multimodal transportation plans. Yet, while their counterparts in metropolitan planning organizations were required by ISTEA to develop financially constrained long-range plans, state requirements for a financial component of the long-range planning process have been much less stringent. The Transportation Equity Act for the 21st Century (TEA-21) maintains these basic differences in financial planning requirements. Why should state departments of transportation nonetheless develop a thorough financial planning process as part of their long-range plans? If developed, what should it contain? What strategies are there to bridge the ubiquitous gap between projected revenues and perceived needs? What are the pitfalls and success factors planners developing statewide, multimodal, long-range transportation plans should consider? This handbook is designed to help answer these questions. KW - Financing KW - Guidelines KW - Handbooks KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Long range planning KW - Multimodal transportation KW - State departments of transportation KW - Strategic planning KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/processes/statewide/financing/04703r04.pdf UR - https://trid.trb.org/view/696441 ER - TY - SER AN - 00960148 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - EVALUATION OF DESIGN CONSISTENCY METHODS FOR TWO-LANE RURAL HIGHWAYS PY - 1999/11 SP - 4 p. AB - A design consistency method will be incorporated into the Interactive Highway Safety Design Model (IHSDM). The IHSDM is being developed by the Federal Highway Administration (FHWA) as a suite of evaluation tools for assessing the safety impacts of geometric design decisions. The IHSDM focuses on the safety effects of design alternatives. The information in this technical summary pertains to new data concerning the Design Consistency Module, one of seven modules being developed as part of the IHSDM. This technical summary announces the completion of an FHWA study that is fully documented in three separate reports: "Evaluation of Design Consistency Methods for Two-Lane Rural Highways, Executive Summary" (FHWA-RD-99-173); "Speed Prediction for Two-Lane Rural Highways, Final Report" (FHWA-RD-99-171); and "Alternative Design Consistency Rating Methods for Two-Lane Rural Highways, Final Report" (FHWA-RD-99-172). KW - Design consistency KW - Geometric design KW - Highway design KW - Interactive Highway Safety Design Model KW - Rural highways KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/research/safety/99174/99174.pdf UR - https://trid.trb.org/view/661920 ER - TY - RPRT AN - 00928064 AU - Solaimanian, M AU - Kennedy, T W AU - McGennis, R B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE SOUTH CENTRAL SUPERPAVE CENTER SUMMARY REPORT PY - 1999/11 SP - 52 p. AB - This is the summary report for Research Project 0-1250, "The South Central Superpave Center." Initiated and sponsored by the Texas Department of Transportation and the Federal Highway Administration, the Superpave Center fostered the implementation of the Superpave system within state highway agencies and the asphalt construction industry. Other regional states also participated in partial support of the Center. The 5-year project started in September 1994 and ended in August 1999. This report summarizes Center activities undertaken over the 5-year period. KW - Asphalt pavements KW - Laboratories KW - Research and educational facilities KW - Superpave KW - University of Texas at Austin UR - http://www.utexas.edu/research/ctr/pdf_reports/1250_S.pdf UR - https://trid.trb.org/view/718776 ER - TY - RPRT AN - 00924739 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - ASSET MANAGENMENT PEER EXCHANGE. USING PAST EXPERIENCE TO SHAPE FUTURE PRACTICE PY - 1999/11 SP - 34 p. AB - This executive summary provides an overview of a workshop jointly sponsored by American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) that focused on ongoing asset management activities in state transportation agencies. The goal of the workshop was to bring representatives of state highway and transportation agencies together to establish a dialogue with their peers involved in asset management activities and to share experiences. The participants represented a variety of functions, including engineering, finance, accounting, and budgeting; systems and asset management; policy and programming; planning; operations and maintenance; design and construction; and materials and research. KW - Asset management KW - Construction KW - Design KW - Engineering KW - Finance KW - Maintenance KW - Operations KW - Peer groups KW - Policy KW - Programming (Planning) KW - Workshops UR - https://trid.trb.org/view/707875 ER - TY - RPRT AN - 00823181 AU - Titi, H H AU - Abu-Farsakh, M Y AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - EVALUATION OF BEARING CAPACITY OF PILES FROM CONE PENETRATION TEST DATA PY - 1999/11 SP - 115 p. AB - This study presents an evaluation of the performance of eight cone penetration test (CPT) methods in predicting the ultimate load carrying capacity of square precast prestressed concrete (PPC) piles driven into Louisiana soils. Sixty piles were identified, collected, and analyzed. The following methods were used to predict the load carrying capacity of the collected piles using the CPT data: Schmertmann, Bustamante and Gianeselli (LCPC/LCP), de Ruiter and Beringen, Tumay and Fakhroo, Price and Wardle, Philipponnat, Aoki and De Alencar, and the penpile method. The ultimate load carrying capacity for each pile was also predicted using the static method, which is used by the Louisiana Department of Transportation and Development for pile design and analysis. An evaluation scheme was executed to evaluate the CPT methods based on their ability to predict the measured ultimate pile capacity. Four different criteria - the best-fit line, the arithmetic mean and standard deviation, the cumulative probability, and the Log Normal distribution - were selected to evaluate the ratio of the predicted to measured pile capacities. The final rank of each method was obtained by averaging the ranks of the method from the four criteria. Based on this evaluation, the de Ruiter and Beringen and Bustamante and Gianeselli (LCPC/LCP) methods showed the best performance in predicting the load carrying capacity of square PPC piles driven into Louisiana soils. The worst prediction method was the penpile, which is very conservative. It underpredicted the pile capacities. KW - Bearing capacity KW - Cones KW - Evaluation KW - Forecasting KW - Louisiana KW - Piles (Supports) KW - Precast concrete KW - Prestressed concrete KW - Soil penetration test KW - Soils KW - Test procedures UR - http://www.ltrc.lsu.edu/pdf/Pile-CPT-Final-Report.pdf UR - https://trid.trb.org/view/713325 ER - TY - RPRT AN - 00818841 AU - Parham, A H AU - Ford, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DRIVER BEHAVIOR CHARACTERISTICS OF TEENAGE DRIVERS AND OLDER DRIVERS PY - 1999/11 SP - 67 p. AB - The driving environment has become more complex as numerous traffic control devices have been developed and modified. This report documents activities that identify critical driver behavior issues that should be emphasized in teenage driver and traffic safety education courses. Survey assessments of teenage drivers and older drivers were conducted to evaluate driving operations and traffic control devices that are problematic and should be focused upon during the education process. The survey results are summarized and will be used to develop information for driver education curricula and in the development of brochures, newsletter articles, and/or information to be accessed through an Internet web site. KW - Aged drivers KW - Behavior KW - Curricula KW - Driver education KW - Internet KW - Surveys KW - Teenage drivers KW - Traffic control devices KW - Traffic safety education KW - Websites (Information retrieval) UR - https://trid.trb.org/view/691455 ER - TY - RPRT AN - 00813337 AU - Eno Transportation Foundation AU - Federal Highway Administration AU - Commission of the European Communities AU - Department of Transportation TI - TOWARD IMPROVED INTERMODAL FREIGHT TRANSPORT BETWEEN EUROPE AND THE UNITED STATES: REPORT OF THE THIRD EU-US FORUM, NOVEMBER 3-5, 1999 PY - 1999/11 SP - 90 p. AB - The unifying goal of the third European Union - United States forum was to improve intermodal transportation between Europe and the United States. Participants examined issues and opportunities confronting intermodal freight transport and identified opportunities for action and priorities for continued progress. These included electronic commerce and intermodal transportation, infrastructure finance issues, best practices in intermodal transport, and prospects for greater equipment standardization. KW - Best practices KW - Conferences KW - Electronic commerce KW - Equipment KW - Europe KW - Financing KW - Freight transportation KW - Infrastructure KW - Intermodal transportation KW - Railroad transportation KW - Standardization KW - Strategic planning KW - Trucking KW - United States KW - Water transportation UR - https://trid.trb.org/view/681095 ER - TY - RPRT AN - 00811033 AU - Parham, A H AU - Wooldridge, M D AU - Fenno, D W AU - Fitzpatrick, K AU - Jasek, D AU - Ranft, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - FACILITATING INCIDENT MANAGEMENT STRATEGIES ON FREEWAYS PY - 1999/11 SP - 128 p. AB - Traffic incidents on Texas' urban highways are becoming an increasing source of delay, congestion, safety problems, and poor air quality. An effective incident management program can significantly reduce the effects of incidents on freeways. Many incident management strategies are dependent upon some aspect of geometric design. For example, the travel time required for emergency vehicles to reach the site of the incident is affected by accessibility to the incident. Providing freeway features such as emergency crossovers, median barrier gates, or refuge areas may enable emergency personnel to respond to the incident in a more safe and timely manner. The objective of this research project was to develop geometric design guidelines to accommodate incident management strategies. The research team's approach to this project included a review of existing literature, a survey of those involved in incident management, and on-site visits to existing locations that have implemented certain incident management strategies. Results from these efforts are combined with existing geometric design principles to develop guidelines for accommodating incident management strategies. KW - Accessibility KW - Emergency crossovers KW - Field studies KW - Freeways KW - Gates KW - Geometric design KW - Guidelines KW - Incident management KW - Literature reviews KW - Median barriers KW - Refuge areas KW - Strategic planning KW - Surveys KW - Texas KW - Traffic incidents KW - Urban highways UR - https://trid.trb.org/view/679701 ER - TY - RPRT AN - 00791548 AU - Petrou, M F AU - Harries, K A AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - REVIEW OF CLASS-E CONCRETE BRIDGE DECKS IN SOUTH CAROLINA PY - 1999/11 SP - 57 p. AB - In an effort to determine likely causes of cracking experienced in new Class E high performance concrete bridge decks, sight inspections of nine bridges in the Spartanburg, South Carolina area were conducted and a thorough review of construction documentation from three of these sights was carried out. Additionally, a review of the South Carolina State University (SCSU)/South Carolina Department of Transportation (SCDOT) report "A Study of Microsilica Concrete," from which Class E concrete specifications were derived, and of SCDOT Concrete Specifications was conducted. Finally, a review of bridge deck cracking phenomena and alternative bridge deck designs was carried out. It is concluded that observed cracking has two likely causes. Early-age shrinkage cracking resulted from poor curing practices. Load induced cracking, appearing shortly after the spans were open to traffic may result from the relatively stiff decks being placed on more flexible bridge superstructures. Recommendations regarding concrete mix design, application of design parameters and on site quality control are presented. Alternative high performance bridge deck schemes are reviewed. KW - Bridge decks KW - Concrete KW - Concrete curing KW - Cracking KW - Design KW - High performance concrete KW - Inspection KW - Mix design KW - Quality control KW - Shrinkage KW - Silica fume KW - Specifications UR - https://trid.trb.org/view/648544 ER - TY - RPRT AN - 00789793 AU - Rasmussen, R O AU - McCullough, B F AU - Ruiz, J M AU - Kim, P J AU - Transtec, Incorporated AU - Federal Highway Administration TI - FAST TRACK PAVING: CONCRETE TEMPERATURE CONTROL AND TRAFFIC OPENING CRITERIA FOR BONDED CONCRETE OVERLAYS. VOLUME III: ADDENDUM TO THE HIPERPAV USER'S MANUAL PY - 1999/11 SP - 16 p. AB - This is an addendum to the User's Manual of the comprehensive software package termed HIgh PERformance PAVing (HIPERPAV). This package, which incorporated the complex models developed, can be used as a stand-alone product to verify the overall effect of specific combinations of design, construction, and environmental inputs on early-age behavior of a portland cement concrete pavement (PCCP) and bonded concrete overlay (BCO). This report provides color illustrations and an update of information in the User's Manual. KW - Computer program documentation KW - Concrete overlays KW - Concrete pavements KW - Construction KW - Construction management KW - Creep KW - Curling KW - Early-age behavior (Pavements) KW - Fast-track paving KW - Friction KW - Guidelines KW - Mathematical models KW - Modulus of elasticity KW - Moisture content KW - Pavement damage KW - Pavement design KW - Shrinkage KW - Software packages KW - Strength of materials KW - Stresses KW - Temperature KW - Thermal expansion UR - https://trid.trb.org/view/647945 ER - TY - RPRT AN - 00807025 AU - Architectural and Transportation Barriers Compliance Board AU - Federal Highway Administration TI - ACCESSIBLE RIGHTS OF WAY: A DESIGN GUIDE PY - 1999/11 SP - 147 p. AB - This design guide was developed by the U.S. Architectural and Transportation Barriers Compliance Board in collaboration with the U.S. Department of Transportation/Federal Highway Administration to assist public works and transportation agencies covered by title II of the Americans with Disabilities Act (ADA) in designing and constructing public sidewalks and street crossings. The recommendations in this publication may also be applied to shared-use paths that occupy a public right-of-way. This design guide consists of two parts. Part I contains an overview of ADA title II obligations, particularly as they affect new construction and alterations in the public right-of-way. Part II contains best practices recommendations--and the rationale behind them-- for the design, construction, alteration, and retrofit of public pedestrian facilities. KW - Accessibility KW - Americans with Disabilities Act KW - Best practices KW - Construction KW - Crosswalks KW - Design KW - Pedestrian areas KW - Pedestrians KW - Persons with disabilities KW - Retrofitting KW - Right of way (Land) KW - Sidewalks UR - http://www.designingaccessiblecommunities.org/policies/ADesignGuide.pdf UR - https://trid.trb.org/view/672958 ER - TY - RPRT AN - 00806852 AU - Scullion, T AU - Chen, Yao AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - COLORMAP VERSION 2 USER'S GUIDE WITH HELP MENUS PY - 1999/11 SP - 116 p. AB - COLORMAP is a signal processing system for ground-penetrating radar (GPR) data. It is intended to convert the raw GPR signals into information useful for pavement engineers. This system has been in use by the Texas Department of Transportation since 1996. This report provides an updated user's manual for COLORMAP together with a discussion of the new on-line help menus. These menus are based on a series of case studies conducted in Texas. They illustrate the influence of subsurface defects, unusual materials, and construction quality control problems on GPR signals. KW - Case studies KW - Ground penetrating radar KW - Manuals KW - Materials KW - On-line help menus KW - Pavements KW - Quality control KW - Road construction KW - Signal processing KW - Subsurface defects UR - https://trid.trb.org/view/672794 ER - TY - JOUR AN - 00781581 JO - Public Roads PB - Federal Highway Administration AU - Hawks, N F AU - Federal Highway Administration TI - TRB SUPERPAVE COMMITTEE: KEEPING SUPERPAVE IMPLEMENTATION ON THE ROAD PY - 1999/11 VL - 63 IS - 3 SP - p. 22-25 AB - Superpave, one of the major outcomes of the Strategic Highway Research Program, was at the midpoint of an extensive implementation campaign when the Transportation Equity Act for the 21st Century (TEA-21) was enacted. Unfortunately, neither TEA-21 nor the transportation appropriations acts for 1998 and 1999 provided any funds to complete the implementation program. Consequently, the individual state departments of transportation, acting through the American Association of State Highway and Transportation Officials (AASHTO), have assumed the financial burden for completing this work through the National Cooperative Highway Research Program in cooperation with the Federal Highway Administration (FHWA). Because of the complex, programmatic nature of the Superpave implementation efforts and the need to keep all of the players in step, AASHTO and FHWA specifically asked the Transportation Research Board (TRB) to organize and staff a Superpave oversight committee. The TRB Superpave Committee provides advice on the suitability of overall objectives, missing components in the Superpave-related work plans, the appropriateness of the research tasks in the plan, the likelihood of success of the research tasks, and the coordination of activities among all parties engaged in Superpave implementation. In addition, the committee conducts regular program reviews, provides an accounting of progress, regularly reviews the financial needs for work remaining to be done, and offers advice regarding course corrections, promising opportunities, and significant findings. KW - American Association of State Highway and Transportation Officials KW - Asphalt pavements KW - Committees KW - Development KW - Financing KW - Implementation KW - National Cooperative Highway Research Program KW - Research management KW - Research projects KW - State departments of transportation KW - Strategic Highway Research Program KW - Strategic planning KW - Superpave KW - Technological innovations KW - Technology transfer KW - Transportation Equity Act for the 21st Century KW - Transportation Research Board KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/superpave.cfm UR - https://trid.trb.org/view/514312 ER - TY - JOUR AN - 00781588 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - NDE VALIDATION CENTER TESTS RELIABILITY OF BRIDGE INSPECTIONS PY - 1999/11 VL - 63 IS - 3 SP - p. 54 AB - Researchers at the Federal Highway Administration's Nondestructive Evaluation (NDE) Laboratory are studying the reliability of bridge inspections. The goal of the study is to determine the reliability of normal bridge inspections and identify factors that affect that reliability. The study will evaluate the impact of human factors, training, experience, and the environment on inspection results of seven test bridges in Virginia and Pennsylvania. KW - Bridges KW - Environment KW - Highway bridges KW - Human factors KW - Inspection KW - Nondestructive tests KW - Pennsylvania KW - Reliability KW - Training KW - Virginia UR - https://trid.trb.org/view/514319 ER - TY - JOUR AN - 00781584 JO - Public Roads PB - Federal Highway Administration AU - Arneson, L A AU - Federal Highway Administration TI - FHWA PARTNERS WITH BRIGHAM YOUNG UNIVERSITY TO DEVELOP STATE-OF-THE-ART HYDRAULIC MODELING ENVIRONMENT PY - 1999/11 VL - 63 IS - 3 SP - p. 32-39 AB - The Federal Highway Administration (FHWA) has been a leader in the development of two-dimensional (2D) computer models of surface-water flows, which provides a level of detail and accuracy not previously available to highway hydraulic engineers. In 1994, FHWA collaborated with the Engineering Computer Graphics Laboratory at Brigham Young University, which was reorganized to form the Environmental Modeling Research Laboratory (EMRL). The interface to the FHWA's 2D, depth-averaged, Finite Element Surface-Water Modeling System (FESWMS-2DH) and corresponding tools were made available as part of the Surface-Water Modeling System (SMS) in Version 4.0, which was released in 1995. Tools created for use with 2D finite element surface-water models generated an interest in the development of tools for creating 1D data and for visualizing 1D results in two and three dimensions. Therefore, an interface for graphical interaction with 1D cross sections was developed to support FHWA's Water-Surface Profile (WSPRO) computer model. The WSPRO computer model is used by hydraulic units in many state highway agencies to accomplish their routine water-surface profile computations. This interface was developed and made available in SMS Version 5.0, which was released in 1997. This article describes the methods and tools to perform numerical hydrodynamic analysis using SMS with FESWMS-2DH and WSPRO. The purpose of the article is to provide a greater awareness of state-of-the-art methods for modeling complex surface-water flows. The simulations are cost-effective and provide realistic solutions to complex problems commonly encountered by hydraulic engineers. KW - Brigham Young University KW - Computer graphics KW - Computer models KW - Cost effectiveness KW - Finite element method KW - Flow KW - Hydraulics KW - Interactive computer systems KW - Mathematical models KW - Simulation KW - State highway departments KW - State of the art KW - Technological innovations KW - Two dimensional flow KW - U.S. Federal Highway Administration KW - User interfaces (Computer science) KW - Water UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/hydramod.cfm UR - https://trid.trb.org/view/514315 ER - TY - JOUR AN - 00781585 JO - Public Roads PB - Federal Highway Administration AU - Howard, T W AU - Federal Highway Administration TI - HIGHWAY FINANCE INFORMATION: A KEY 21ST CENTURY TRANSPORTATION DECISION-MAKING TOOL PY - 1999/11 VL - 63 IS - 3 SP - p. 40-43 AB - "Highway Statistics," an annual publication of the Federal Highway Administration (FHWA), provides vital information that helps decisionmakers meet the challenge to develop transportation programs that will serve our nation's needs in the new century. This article highlights some of the key aspects of the highway finance section of "Highway Statistics." Highway finance data is currently used extensively for a wide range of key efforts, and FHWA plans to make greater use of highway finance data in the future in support of the Department of Transportation's Strategic Plan and in other forward-looking ways. These linkages will permit FHWA executives and others to infer relationships between investment and goal accomplishment. KW - Decision making KW - Federal aid highways KW - Finance KW - Financing KW - Highways KW - Information dissemination KW - State highways KW - Strategic planning KW - Transportation Equity Act for the 21st Century KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/finance.cfm UR - https://trid.trb.org/view/514316 ER - TY - JOUR AN - 00781591 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - HOUSTON METRO AND PARTNERS CELEBRATE MAP'S 10 YEARS PY - 1999/11 VL - 63 IS - 3 SP - p. 56 AB - The Motorist Assistance Program (MAP) in Harris County, Texas, offers free services to stranded drivers and in the past 10 years has assisted more than 400,000 people with crashes, flat tires, and broken-down vehicles. MAP has played a critical role in reducing traffic congestion caused by these incidents, which account for 60% of the congestion in the Houston region. KW - Emergency road service KW - Harris County (Texas) KW - Houston (Texas) KW - Incident management KW - Metropolitan areas KW - Motorist aid systems KW - Traffic congestion KW - Volunteers UR - https://trid.trb.org/view/514322 ER - TY - JOUR AN - 00781593 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - FLYING CAR PROTOTYPE DEVELOPED PY - 1999/11 VL - 63 IS - 3 SP - p. 58 AB - Moller International of Davis, California, has developed a prototype Skycar--a vertical take-off-and-landing vehicle that can travel on roadways and then take to the air. The four-seat model can carry a maximum payload of 740 lb (335.7 kg), has a cruising speed of 350 mph (563 kph), has a range of up to 900 mi (1,448 km), and gets roughly 15 mi per gal (6.4 km per liter), using regular automotive fuel. The cost for the Skycar is estimated at $1 million, but with increased production could fall to $60,000. Flight tests were scheduled to begin September 1999. KW - Costs KW - Flight tests KW - Fuel consumption KW - Motor vehicles KW - Operating speed KW - Prototypes KW - Range (Vehicles) KW - Skycars KW - Technological innovations KW - VTOL aircraft UR - https://trid.trb.org/view/514324 ER - TY - JOUR AN - 00781580 JO - Public Roads PB - Federal Highway Administration AU - Bloom, M AU - Federal Highway Administration TI - FHWA CREATES AN OFFICE OF ASSET MANAGEMENT PY - 1999/11 VL - 63 IS - 3 SP - p. 20-21 AB - Asset management--the cost-effective operation, maintenance, and preservation of transportation systems--is not a new concept for the Federal Highway Administration (FHWA); but with the opening of the agency's first Office of Asset Management on February 1, 1999, the concept received a new emphasis and a new focal point. The Office of Asset Management is dedicated to putting into practice FHWA's belief in an integrated asset management system that incorporates highways, bridges, tunnels, hardware, and other assets. One of the primary roles of the new office is to act as a consultant to the states as they implement asset management practices. Knowledge-sharing is the root of this effort. In encouraging the states to move away from a purely engineering-based system to more of an economic system, part of the office's role is helping the states to think more like the private sector when managing their assets--that is, to consider the costs and benefits. The result ideally should be transportation systems that are effectively managed from a user perspective. The office is also helping the American Association of State Highway and Transportation Officials (AASHTO) and the Transportation Research Board prepare an asset management guidebook for state use. KW - American Association of State Highway and Transportation Officials KW - Assets KW - Benefit cost analysis KW - Cost effectiveness KW - Handbooks KW - Information dissemination KW - Infrastructure KW - Integrated systems KW - Knowledge KW - Maintenance KW - Management KW - Operations KW - Preservation KW - Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/asset.cfm UR - https://trid.trb.org/view/514311 ER - TY - JOUR AN - 00781582 JO - Public Roads PB - Federal Highway Administration AU - Burk, M AU - Federal Highway Administration TI - KNOWLEDGE MANAGEMENT: EVERYONE BENEFITS BY SHARING INFORMATION PY - 1999/11 VL - 63 IS - 3 SP - p. 26-29 AB - The Federal Highway Administration (FHWA) is taking steps to better manage the collective expertise of its employees and partners. With managed knowledge, information can flow across organizational lines, reach the people who can use it in ways that best promote the FHWA's goals, and enhance service to the customer. The four basic elements of the knowledge management cycle are find/create, organize, share, and use/reuse. Knowledge management gives the transportation community an opportunity to continue to build a collaborative, innovative, and knowledge-sharing culture that is always engaged in the activity of learning. A central principle of knowledge management is that organizations can best foster the capture and exchange of knowledge through communities of practice--professional networks that identify issues, share approaches, and make the results available to others. A community of practice is a virtual community connected by interest and expertise in a specific discipline. Fostering and supporting these communities with improved tools is the first step in creating a knowledge network. Knowledge management is not a project that begins and ends, but an ongoing and evolving change in the way an organization operates. Additionally, knowledge-sharing can grow across organizational boundaries and could encompass cooperating organizations, including the American Association of State Highway and Transportation Officials, Transportation Research Board, and state and local transportation agencies. KW - Activities leading to information generation KW - Cooperation KW - Information dissemination KW - Information management KW - Information organization KW - Interagency relations KW - Knowledge KW - Management KW - Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/km.cfm UR - https://trid.trb.org/view/514313 ER - TY - JOUR AN - 00781587 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - HIGHWAY CONSTRUCTION COSTS INCREASE PY - 1999/11 VL - 63 IS - 3 SP - p. 54 AB - The Federal Highway Administration announced that highway construction costs increased 9.7% in the second quarter of 1999 compared with the last quarter of 1998, and increased 14.2% compared to the second quarter of 1998. The rise was due to increases in the unit prices for bituminous concrete, reinforcing steel, common excavation, portland cement concrete, and structural concrete. KW - Bituminous concrete pavements KW - Concrete KW - Costs KW - Excavations KW - Highways KW - Portland cement concrete KW - Prices KW - Reinforcing steel KW - Road construction KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/514318 ER - TY - JOUR AN - 00781589 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - SMART CONCRETE COULD ELIMINATE WEIGH STATIONS PY - 1999/11 VL - 63 IS - 3 SP - p. 54-55 AB - Engineers at the State University of New York at Buffalo have developed "smart concrete"--a concrete similar to normal concrete except for one difference: it is reinforced with short carbon fibers. These fibers produce electrical resistance charges in response to strain and stress. The shifts in resistance are directly proportional to changes in the concrete's load. The fibers within the concrete allow the concrete to act as a sensor. Although more expensive than conventional concrete, it is still significantly less expensive than the cost of embedding freestanding sensors into roadways. KW - Carbon fibers KW - Electrical resistivity KW - Highways KW - Reinforced concrete KW - Reinforcing materials KW - Strain (Mechanics) KW - Stresses KW - Weigh stations UR - https://trid.trb.org/view/514320 ER - TY - JOUR AN - 00781583 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - ARE YOU READY FOR Y2K? PY - 1999/11 VL - 63 IS - 3 SP - p. 30-31 AB - In a report entitled, "Are You Ready? Managing Transportation Resources Through the Y2K Weekend," which is available on the Internet, the Federal Highway Administration (FHWA) and Public Technology Incorporated provide information and suggestions to help governments to prepare for the Year 2000 (Y2K) weekend and to build public confidence in the adequacy of those preparations. Specifically, the report recommends the following: establish sources and mechanisms that can be employed to identify and communicate where and when problems arise; develop and test a business continuity and contingency plan; activate the local or state emergency operations center prior to the new year; coordinate and communicate among jurisdictions and agencies; and develop a way to monitor Y2K events internationally. The best way to avoid misperceptions about Y2K and its effects on the transportation system is to provide quality information as quickly and comprehensively as possible and through as many different means of communication as possible. Two sidebars list state and organizational Web sites that contain information about Y2K preparedness. KW - Communications KW - Contingency planning KW - Coordination KW - Disaster preparedness KW - Governments KW - Information dissemination KW - International KW - Internet KW - Management KW - Monitoring KW - Public opinion KW - Public relations KW - Transportation KW - Websites (Information retrieval) KW - Year 2000 date conversion UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/y2kcklt.cfm UR - https://trid.trb.org/view/514314 ER - TY - JOUR AN - 00781586 JO - Public Roads PB - Federal Highway Administration AU - Sohanghpurwala, A A AU - Scannall, W T AU - Federal Highway Administration TI - CONDITION AND PERFORMANCE OF EPOXY-COATED REBARS IN BRIDGE DECKS PY - 1999/11 VL - 63 IS - 3 SP - p. 44-53 AB - The Federal Highway Administration and partners provided funding for a joint research project to evaluate in-service bridge decks in Pennsylvania and New York constructed with epoxy-coated reinforcing steel. This study examines the long-term performance of epoxy-coated reinforcing steel in concrete bridges and structures exposed to salt. The sampling plan was designed to detect progressive corrosion, even if the frequency of occurrence was less than 3% of the global population. Results showed that the frequency of occurrence of progressive corrosion is less than 3% in Pennsylvania and at least 3% in New York. A total of 409 rebars showed no evidence of corrosion; 62 bars had a number of small, countable corrosion spots; and only two rebars, both in New York, exhibited significant visible corrosion. Coating adhesion reduction or loss was found to be more prevalent and extensive. Only 47% of the bars tested had no reduction in adhesion. No correlation was found with corrosion-condition rating and chloride exposure time or chloride content. Among all the variables included in the analyses, logarithm of electrochemical impedance spectroscopy, number of holidays, and number of bare spots were found to be the best predictors of corrosion-condition rating, but in all cases the correlations were weak. Corrosion-condition rating did not correlate with coating thickness, clear concrete cover, color of epoxy, or bridge deck-condition rating. A good correlation between concrete resistivity and coulombs passed was found. KW - Adhesion KW - Bridge decks KW - Chloride content KW - Chlorides KW - Concrete KW - Concrete bridges KW - Corrosion KW - Electrochemical corrosion KW - Epoxy coatings KW - Field studies KW - New York (State) KW - Pennsylvania KW - Reinforcing bars KW - Reinforcing steel KW - Resistivity method KW - Salts KW - Sampling KW - Spectroscopy UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/rebars.cfm UR - https://trid.trb.org/view/514317 ER - TY - JOUR AN - 00781579 JO - Public Roads PB - Federal Highway Administration AU - Belle, R A AU - Federal Highway Administration TI - THE PAIR INITIATIVE: REPAIRING AND REVITALIZING OUR NATION'S PHYSICAL INFRASTRUCTURE PY - 1999/11 VL - 63 IS - 3 SP - p. 12-19 AB - The Partnership for the Advancement of Infrastructure and its Renewal (PAIR) aims to put an end to the management-by-crisis approach to infrastructure repair and renewal. PAIR will work with leaders from both the private and public sectors to form collaborative partnerships that bring the very best construction technologies and processes to the marketplace. The partnership will try to shorten the unconscionably long time frame currently needed to take state-of-the-art construction technologies and deploy them on a broad scale. The Rebuild America Coalition has effectively drawn the nation's attention to the need for significant repair and revitalization of the nation's physical infrastructure. The innovative materials and processes for these efforts will include high-performance construction materials that cut costs and enhance safety. PAIR will champion intelligent infrastructure operating systems that improve service without new construction and provide remote sensing and rapid response to reduce the congestion, economic losses, and environmental damages caused by fluctuations in demand, storms, collisions, and other random or unforeseen events. While it is important that PAIR identify and undertake demonstration projects to highlight the impact that technology can make in revitalizing the nation's infrastructure, PAIR must also undertake those activities that will ensure its acceptance and growth as a coordinating force to bring innovative technology into widespread use. To accomplish this, PAIR will undertake the following critical tasks concurrently with demonstration projects: develop model legislation, prepare and publish infrastructure renewal handbooks, and define a PAIR clearinghouse-development strategy. KW - Construction KW - Demonstration projects KW - Handbooks KW - Information services KW - Infrastructure KW - Legislation KW - Maintenance KW - Maintenance management KW - Partnerships KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Repairing KW - Technological innovations KW - Technology transfer UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/pair.cfm UR - https://trid.trb.org/view/514310 ER - TY - JOUR AN - 00781590 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - FHWA PUBLISHES STUDY ON EUROPEAN TRAFFIC CONTROL PRACTICES PY - 1999/11 VL - 63 IS - 3 SP - p. 55 AB - A team of 10 American traffic engineers traveled to France, Germany, Sweden, and the United Kingdom in May 1998 as part of the Federal Highway Administration's International Technology Exchange Program. The team's report recommends devices and practices, such as specific freeway pavement markings, variable speed control, and intelligent speed adaption for further study for use in the United States. KW - Europe KW - France KW - Freeways KW - Germany KW - Intelligent transportation systems KW - Road markings KW - Speed limits KW - Sweden KW - Technology transfer KW - Traffic control KW - Traffic control devices KW - U.S. Federal Highway Administration KW - United Kingdom KW - United States KW - Variable speed control UR - https://trid.trb.org/view/514321 ER - TY - JOUR AN - 00781592 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - RESULTS OF RED-LIGHT RUNNING SURVEY RELEASED PY - 1999/11 VL - 63 IS - 3 SP - p. 56 AB - A recent survey of 880 licensed drivers aged 18 and older revealed that 98% of respondents agree that red-light running is dangerous, but 55.8% admit deliberately running red lights when they are in a hurry. Drivers who run red lights are involved in 89,000 crashes a year, causing nearly 1,000 deaths. KW - Crash causes KW - Fatalities KW - Red interval (Traffic signal cycle) KW - Surveys KW - Traffic violations KW - Traffic violators UR - https://trid.trb.org/view/514323 ER - TY - JOUR AN - 00781577 JO - Public Roads PB - Federal Highway Administration AU - Ormsby, W C AU - Federal Highway Administration TI - NEW TECHNOLOGIES IMPROVE COST-EFFECTIVENESS OF CMA PY - 1999/11 VL - 63 IS - 3 SP - p. 2-9 AB - In an effort to find an efficient, economical, and environmentally acceptable treatment for pavements to remove ice and snow on roadways, the Federal Highway Administration (FHWA) conducted a study, which found that calcium magnesium acetate (CMA) was an excellent alternative deicer to salt. This article summarizes the results of significant studies pertaining to CMA use, the environmental aspects of using CMA, and relevant federal legislation. Viable methods for producing low-cost CMA using cheese whey and other solid wastes have been developed. CMA produced by these methods had acceptable deicing properties, comparing favorably with commercially produced CMA. Based on their purity, the CMA products should have negligible adverse safety and health impacts. Undesirable environmental impacts should also be negligible. In fact, using waste materials in the processes, in addition to lowering the cost of CMA, has a positive overall environmental impact. The excellent corrosion-inhibiting properties of commercial CMA products have been clearly demonstrated using electrochemical impedance spectroscopy. KW - Calcium magnesium acetate KW - Corrosion KW - Corrosion protection KW - Cost effectiveness KW - Deicing chemicals KW - Environmental impacts KW - Fermentation KW - Legislation KW - Production methods KW - Solid wastes KW - Technological innovations KW - U.S. Federal Highway Administration KW - Waste products UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/cmaupdate.cfm UR - https://trid.trb.org/view/514308 ER - TY - JOUR AN - 00781578 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - TFHRC HOSTS COLLABORATIVE RETROREFLECTIVE TESTING EFFORT PY - 1999/11 VL - 63 IS - 3 SP - p. 10-11 AB - The Photometric and Visibility Laboratory at the Federal Highway Administration's Turner-Fairbank Highway Research Center (TFHRC) in McLean, Virginia, served as one of several testing sites for the Highway Innovative Technology Evaluation Center's (HITEC) study on the retroreflectivity of highway pavement markings. HITEC tested six retroreflectometers--instruments that measure the reflective properties of roadway markings--in various lit and darkened conditions at the laboratory. Of the six units, four were handheld devices and two were mobile models mounted on vans. The devices measured the retroreflectivity of three different sets of panels with eight samples in each set. The samples included a black panel, five white panels, and two yellow panels. In September 1999, six individual reports will be published--one for each participating technology. A summary report will be published in November 1999. KW - Blacks KW - Laboratory tests KW - Measuring instruments KW - Retroreflectivity KW - Road marking materials KW - Technology assessment KW - U.S. Federal Highway Administration KW - Whites KW - Yellow UR - http://www.fhwa.dot.gov/publications/publicroads/99novdec/photometric.cfm UR - https://trid.trb.org/view/514309 ER - TY - RPRT AN - 00800184 AU - West, T R AU - Park, H J AU - Grover, S E AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF SALT AND TRACE MINERALS ON AGGREGATES FOR BITUMINOUS PAVEMENTS PY - 1999/11 SP - 174 p. AB - Research on the effects of deicing salts and their trace minerals on bituminous highway wearing courses was prompted by early pavement deterioration of federal and state highways in Indiana. Several bituminous surface courses containing slag, slag-dolomite, or dolomite aggregates showed deterioration soon after deicing salts were first applied. Initially, a detailed literature review (Appendix A of report) was conducted. Data on eighteen dolomite sources from a previous study (Bruner, Choi and West, 1995) plus ten additional dolomite sources formed the basis for the brine freeze thaw testing program. Mercury intrusion porosimetry testing conducted on multiple specimens showed that rock texture significantly affects pore size distribution. Petrographic analysis, acid etching of thin sections and electron microprobe studies revealed the distribution of clays on dolomite grains. Additional brine freeze thaw testing on selected dolomite sources, plus one slag sample, were conducted using deicing salts from six Indiana highway districts. Petrographic evaluation of pavement cores from the distressed pavements were accomplished. Brine freeze thaw test results ranged from 0.6 to 27.3% loss for the 28 samples; this test is a good measure of aggregate durability. The Indiana Department of Transportation has recommended a maximum 30% loss for the brine freeze thaw test. Regression analysis showed that acid insoluble residue content and sodium sulfate loss have the highest correlation with brine freeze thaw loss; elemental magnesium content has a negative correlation with it. It is concluded that dolomite aggregates with a low insoluble residue content have lower sulfate soundness losses, lower brine freeze-thaw losses and greater durability. Evaluation of pavement cores indicated no evidence of deterioration caused by aggregate weathering or degradation. Brine freeze thaw testing is a good measure of freeze thaw resistance of aggregates in bituminous surface courses and no evidence was found indicating that early deterioration of the pavements studied was caused by salt attack. KW - Acid etching KW - Acid insoluble residue KW - Aggregates KW - Bituminous pavements KW - Brines KW - Cores (Specimens) KW - Deicing chemicals KW - Deterioration KW - Dolomite KW - Electron microprobe analysis KW - Freeze thaw durability KW - Freeze thaw tests KW - Literature reviews KW - Magnesium KW - Petrography KW - Pore size distribution KW - Porosimeters KW - Regression analysis KW - Slag KW - Sodium sulfate KW - Wearing course (Pavements) UR - http://ntl.bts.gov/lib/16000/16400/16483/PB2000104057.pdf UR - https://trid.trb.org/view/666364 ER - TY - RPRT AN - 00798950 AU - Walker, V AU - Upchurch, J AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - EFFECTIVE COUNTERMEASURES TO REDUCE ACCIDENTS IN WORK ZONES PY - 1999/11 SP - 78 p. AB - Nationally, work zone fatalities peaked at over 800 per year during the 1990s. Arizona tallied 82 fatal and 5,009 injury accidents in work zones during a five year period. In response to this problem, the objectives of this project included: Characterizing the nature of work zone accidents in Arizona; Reviewing countermeasures used throughout the country, and the effectiveness of those countermeasures; and Recommending countermeasures for use in Arizona to improve work zone safety and reduce accidents. Work zone accidents account for about 3% of all reported accidents in Arizona, or about 3,000 work zone accidents per year. These accidents produce about 18 fatalities and 1,600 injuries per year. Compared to all accidents statewide: work zone accidents tend to be less severe; larger vehicles tend to be over-represented in work zone accidents; a greater proportion of work zone accidents occur in rural areas; and work zone accidents are over-represented on the State Highway System. A detailed analysis of fatal accident reports did not clearly identify any common or widespread factors that contribute to fatal accidents occurring in work zones. A national review of work zone countermeasures was conducted, focussing on the documented effectiveness of various work zone countermeasures. To identify which countermeasures are most appropriate for use in Arizona, a panel of 21 experts was convened. The panel included representatives with a variety of perspectives on the work zone accident problem. Arizona Department of Transportation personnel dealing with construction operations, maintenance, traffic operations, safety, and research were represented. Department of Public Safety officers, construction industry representatives, a traffic control contractor, a Federal Highway Administration representative, and university researchers also attended. The panel selected six principal countermeasures for implementation in Arizona: 1) Work Zone Speed Limits; 2) Police Presence; 3) Speed Limit Enforcement; 4) Public Education; 5) Sign Credibility; and 6) Temporary Pavement Markings in Work Zones. KW - Arizona KW - Countermeasures KW - Crash characteristics KW - Education KW - Fatalities KW - Injuries KW - Panel studies KW - Police KW - Recommendations KW - Road markings KW - Speed limits KW - Traffic law enforcement KW - Traffic signs KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/665923 ER - TY - RPRT AN - 00794829 AU - Johnson, J L AU - Ponthieu, L D AU - University of North Texas, Denton AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE LONG-TERM IMPACT AND COST-EFFECTIVENESS OF OUTSOURCING PY - 1999/11 SP - 32 p. AB - This study was concerned with determining and evaluating the long-term impact and cost-effectiveness of outsourcing certain Texas Department of Transportation (TxDOT) functions. A 30-item Functional Outsourcing Assessment Instrument incorporating the evaluation factors was developed and utilized in this research. Nine surveys (1 for each of the nine functions under study) were sent to each of the 25 district offices of TxDOT. In addition, one survey for each function was sent to the appropriate central office for completion. An economic and vendor analysis was also completed for each district and for the state as a whole, and a nine-state survey was completed to benchmark practices by other states relative to the functions selected for study. Completed surveys on each of the nine functions were received from all 25 districts and one completed survey for each appropriate survey from the applicable central office of TxDOT. The findings of the study suggest that TxDOT should: (1) increase outsourcing of the Base-in-Place Repair and Paint-and-Bead Striping functions; (2) selectively outsource certain subfunctions of the Information Systems/Resources, Facilities Management and Maintenance, and Training, Quality and Development functions; (3) increase outsourcing, under effective contract management procedures, of the Right-of-Way Acquisition, Recruiting, and Partnering/Quality Facilitation functions; and (4) continue to insource the Benefits Processing function. KW - Contracting out KW - Cost effectiveness KW - Districts and authorities KW - Impacts KW - State departments of transportation KW - Surveys KW - Texas UR - https://trid.trb.org/view/653924 ER - TY - RPRT AN - 00794831 AU - Lewis, W M AU - Western Environmental Analysts AU - Colorado Department of Transportation AU - Federal Highway Administration TI - STUDIES OF ENVIRONMENTAL EFFECTS OF MAGNESIUM CHLORIDE DEICER IN COLORADO PY - 1999/11 SP - 121 p. AB - The overall conclusion of the study is that application of magnesium chloride deicer having a chemical composition and application rate similar to those of 1997-98 is highly unlikely to cause or contribute to environmental damage at distances greater than 20 yards from the roadway. Even very close to the roadway, the potential of magnesium chloride deicer to cause environmental damage is probably much smaller than that of other factors related to road use and maintenance, including pollution of highway surfaces by vehicles and use of salt and sand mixtures to promote traction in winter. Magnesium chloride deicer may offer net environmental benefits if its use leads to a reduction in the quantity of salt and sand applied to roadways. The environmental safety of magnesium chloride deicer depends, however, on low concentrations of contaminants and avoidance of rust inhibitors containing phosphorus. Appropriate specifications for vendors and routine testing can insure the continued environmental acceptability of magnesium chloride deicers. KW - Acceptance tests KW - Benefits KW - Colorado KW - Contaminants KW - Deicing chemicals KW - Environmental impacts KW - Magnesium chloride KW - Phosphorus KW - Specifications UR - http://www.dot.state.co.us/Publications/PDFFiles/magchlorideenveffects.pdf UR - https://trid.trb.org/view/653926 ER - TY - RPRT AN - 00791617 AU - Walsh, K D AU - Houston, W N AU - Houston, S L AU - Frechette, D N AU - Douthitt, B AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - OPTIMIZATION OF DRILLED SHAFT GROUP SPACING PY - 1999/11 SP - 145 p. AB - The report presents a summary of findings from an assessment of the technical literature, experience of engineers, and unpublished reports on lateral loads on pile groups. Specific interest is adopted in the design methods for drilled shafts, in particular of drilled shafts installed under similar conditions to those common in Arizona. These conditions were determined through a file search of as-built drawings for Arizona Department of Transportation abutments supported on drilled shafts. Nine design methods were identified and are summarized in this report. Based on a survey of practice, the most important of these appear to be the group reduction factor, the modulus of subgrade reaction reduction, and the p-multiplier. Each of these methods was compared to the other. A number of states, including Arizona, were found to interpret the factors presented in AASHTO 4.6.5.6.1.4 as group reduction factors. However, an evaluation of the apparent source documents indicates that they were intended for use as modulus of subgrade reaction reduction factors. Factors available in the literature for all methods were found not to represent Arizona soil or structural conditions well, so a series of finite element models and field load tests are recommended. KW - Arizona KW - Bridge abutments KW - Design methods KW - Drilled shafts KW - Lateral loads KW - Optimization KW - Pile foundations KW - Pile groups KW - Spacing UR - https://trid.trb.org/view/648572 ER - TY - SER AN - 00789184 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - THE UNSAFE DRIVING ACTS OF MOTORISTS IN THE VICINITY OF LARGE TRUCKS PY - 1999/11 SP - 4 p. AB - In 1996 large trucks composed 8% of all vehicles involved in fatal crashes; however, truck-involved crashes resulted in 12% of the total fatalities. Occupants of large trucks compose only 14% of the fatalities resulting from fatal truck crashes; 86% of the fatalities occur outside the truck, to pedestrians, cyclists, and primarily, the occupants of passenger vehicles. By identifying behaviors that lead to collisions between passenger vehicles and large trucks, countermeasures can be developed to further reduce the incidence and severity of crashes. This tech brief summarizes a study concerning unsafe driving acts (UDAs) of motorists in the vicinity of large trucks. UDAs are defined as motorist behaviors that contribute to collisions. KW - Behavior KW - Countermeasures KW - Crashes KW - Cyclists KW - Drivers KW - Fatalities KW - High risk drivers KW - Passenger vehicles KW - Pedestrians KW - Traffic crashes KW - Trucks KW - Vehicle occupants UR - http://ntl.bts.gov/lib/10000/10000/10099/Tb00-002.pdf UR - https://trid.trb.org/view/650812 ER - TY - SER AN - 00789183 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - IMPACT OF SLEEPER BERTH USAGE ON COMMERCIAL DRIVER FATIGUE, TASK 1 PY - 1999/11 SP - 2 p. AB - Driver fatigue is recognized as a major factor in the safety of long-haul commercial driving. Sleeper berths are often provided on tractors to allow the driver to sleep and rest when not driving. However, the sleeper berth environment and/or the manner in which drivers actually use sleeper berths may effect the quality of their sleep. This tech brief summarizes the first task in a 4-year study to assess the impact of sleeper berth usage on the level of driver alertness and driving performance. This task consisted of a literature review and 10 focus groups conducted with 74 long-haul commercial motor vehicle (CMV) drivers. Researchers sought to gain an understanding of the issues affecting the quality and quantity of sleep drivers receive, as well as other issues that may affect drivers' levels of fatigue and driving safety. KW - Alertness KW - Commercial vehicles KW - Drivers KW - Fatigue (Physiological condition) KW - Human factors KW - Long haul KW - Performance KW - Rest periods KW - Sleep KW - Sleeper berths KW - Traffic safety KW - Truck drivers UR - http://ntl.bts.gov/lib/10000/10000/10098/tb00-003.pdf UR - https://trid.trb.org/view/650811 ER - TY - RPRT AN - 00789839 AU - Arsoy, S AU - Barker, R M AU - Duncan, J M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - THE BEHAVIOR OF INTEGRAL ABUTMENT BRIDGES PY - 1999/11 SP - 37 p. AB - This report presents findings of a literature review, a field trip, and a finite element analysis pertaining to integral bridges. The purpose of the report is to identify problems and uncertainties, and to gain insight into the interactions between the foundation piles, the integral abutment, and the surrounding ground. The field trip included visits to six bridges arranged by Mr. Park Thompson from the Staunton district. Pertinent literature is reviewed and findings are presented. Important factors identified on the basis of this review are settlement of the approach fill, loads on the abutment piles, the nature of the abutment displacements and the associated earth pressure distribution, secondary loads on the superstructure, and soil structure interaction effects. The causes of approach fill settlement and possible mitigation techniques are discussed. Recommendations for improving the performance of integral bridges are included, and actions for improvement of integral bridge behavior are suggested. KW - Bridge abutments KW - Bridge approaches KW - Bridge superstructures KW - Bridges KW - Dislocation (Geology) KW - Earth pressure KW - Field studies KW - Finite element method KW - Improvements KW - Integral abutments KW - Literature reviews KW - Loads KW - Pile foundations KW - Recommendations KW - Settlement (Structures) KW - Soil structure interaction UR - http://ntl.bts.gov/lib/16000/16000/16069/PB2000102399.pdf UR - http://ntl.bts.gov/lib/37000/37000/37049/00-CR3.pdf UR - https://trid.trb.org/view/647989 ER - TY - RPRT AN - 00789834 AU - Bruneau, A AU - Yelverton, F AU - Cooper, R AU - Johnson, C AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - LOW MAINTENANCE TURFGRASS AND MANAGEMENT SYSTEMS FOR NC ROADSIDES PY - 1999/11 SP - 40 p. AB - This project indicated several potential methods that could significantly lower the required mowings of roadsides. The adaptability trials resulted in three cool season and two warm season species being recommended. The cool season species include turf type tall fescue, fine fescue, and bentgrass. Turf type fescue seed head production was as vigorous as Kentucky-31 during the spring of the year, however, turf type tall fescues ultimately required two fewer mowings than Kentucky-31 by year end. Fine fescues were recommended for their continued use in mixtures, especially in shaded regions. Bentgrass performed well under low maintenance conditions and required only one mowing for the year. Recommended warm season species include common bermudagrass and centipedegrass. Common bermudagrass demonstrated a vigorous establishment rate, requiring only two mowings for the year. Due to common bermudagrass' lack of cold tolerance it was only recommended for the Piedmont region of the state. Centipedegrass, while slow to establish from seed, demonstrated excellent survival under the low maintenance conditions of the project. Spring establishment from seed was crucial in surviving the first winter. Seeding centipedegrass was only recommended for the Piedmont region of the state. The plant growth regulator trials identified Plateau as being equal or superior to the traditional mixture of Telar plus Embark, for suppressing tall fescue seedheads. While timing the application is still critical, total seedhead suppression was achieved during the spring growing period. KW - Grasses KW - Herbicides KW - Landscape maintenance KW - Low maintenance KW - Mowing KW - North Carolina KW - Plant growth KW - Plant growth regulators KW - Roadside KW - Seeding KW - Turf KW - Vegetation control UR - https://trid.trb.org/view/647984 ER - TY - RPRT AN - 00789829 AU - Wenzel, T H AU - Drakopoulos, A AU - Kuemmel, D A AU - Abadi, F V AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - THE EFFECTS OF GRINDING ON PCC PAVEMENTS PY - 1999/11 SP - 51 p. AB - This study investigated issues related to the effects of spot diamond grinding on the performance and material properties of concrete pavement, the safety aspects of continuously ground pavement and the public perception of pavement spot diamond grinding. A field survey was conducted to assess the conditions of selected spot diamond ground portland cement concrete (PCC) pavement sites. Pavement distress data were collected on control and spot ground sections on 22 different highways and 34 different locations in Wisconsin. In addition, micro-surveys were completed for each of the spot ground sections. Utilizing the pavement distress index (PDI) values and results of the micro-surveys comparisons were made between sections that were spot ground and those that were not. Conclusions were drawn concerning the effects of spot grinding on the performance of the concrete pavements. The comparisons showed no significant differences between the spot ground and control sections. To examine the safety aspects of longitudinal spot grinding, the crash rates of longitudinal continuously ground pavement were utilized. Crash rates of PCC pavements were compared between 290 km of continuously ground and 115 km of transversely tined pavements in Wisconsin. All 11,219 reported crashes on the study sites during the six-year period from 1988 to 1993 were analyzed. Continuously ground surfaces were found to have lower crash rates than tined surfaces under dry and wet conditions, during daytime and nighttime; also under all four wetness and light conditions combinations. Ground pavements had 58% the crash rates of tined pavements under dry and wet conditions; the ratio was 84% when snow or ice was present on the pavement, however, relatively limited vehicular travel occurred under such conditions and these results are viewed as preliminary. Ground pavements had 57% of the crash rates of tined pavements during daytime; the ratio was 73% during nighttime. A hypothesis of increasing crash rates with time (based on frictional properties deterioration with pavement age and/or cumulative vehicle passes since construction) could not be confirmed for either type of pavement texture, based on the available data. In the public perception portion of the study, three perceived problems related to spot grinding PCC pavements were investigated: (1) motorists' perception of the effects of spot grinding on ride quality, (2) public acceptance of grinding newly constructed PCC pavements, and (3) motorists experiencing glare and/or perceiving ground areas to be icy and/or slippery patches. The study was conducted using a police assisted intercept survey. According to the survey results, motorists driving the ground sections were not bothered by the glare or noticed any icy or slippery patch. However, 75% of the respondents indicated that they were bothered to see that a newly constructed PCC pavement would require spot grinding. KW - Acceptance KW - Concrete pavements KW - Crash rates KW - Daytime crashes KW - Diamond grinding KW - Dry weather KW - Glare KW - Grinding KW - Highway safety KW - Icy roads KW - Nighttime crashes KW - Pavement grooving KW - Pavement performance KW - Public opinion KW - Riding qualities KW - Slipperiness KW - Wet weather UR - http://ntl.bts.gov/lib/16000/16300/16316/PB2000103399.pdf UR - https://trid.trb.org/view/647980 ER - TY - RPRT AN - 00789831 AU - Crovetti, J A AU - OWUSU-ABABIO, S AU - Marquette University AU - University of Wisconsin, Platteville AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF FEASIBLE PAVEMENT DESIGN ALTERNATIVES FOR WISDOT PY - 1999/11 SP - 64 p. AB - The current pavement design and selection process of the Wisconsin Department of Transportation (WisDOT) for all new pavements or reconstructions of existing pavement structures provides for the design of one asphaltic concrete (AC) and one portland cement concrete (PCC) pavement alternative. Life-cycle costs analyses are then used to determine the preferred alternative for construction. Previous restrictions in the WisDOT pavement selection process have essentially excluded the construction of thick AC (AC thickness > 150 mm) and thin PCC (PCC thickness < 225 mm) pavements and thus the validity of current life-cycle cost inputs for these pavement types is under question. This report presents a performance analysis of existing thick AC and thin PCC pavements constructed in and around Wisconsin. The performance trends developed indicate current design assumptions utilized by WisDOT, related to the expected service life to first rehabilitation of AC and PCC pavements, may also be used for thick AC and thin PCC pavements. KW - Asphalt pavements KW - Concrete pavements KW - Life cycle costing KW - Pavement design KW - Pavement performance KW - Service life KW - Thickness KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wispr-15-99alternatives.pdf UR - http://ntl.bts.gov/lib/16000/16300/16315/PB2000103398.pdf UR - https://trid.trb.org/view/647982 ER - TY - RPRT AN - 00789811 AU - Berger, M AU - Louis Berger and Associates, Incorporated AU - Massachusetts Highway Department AU - Federal Highway Administration TI - IDENTIFICATION OF MASSACHUSETTS FREIGHT ISSUES AND PRIORITIES PY - 1999/11 SP - 98 p. AB - This report documents an effort to assist the Massachusetts Freight Advisory Council to identify and prioritize freight transportation issues and concerns which should be addressed to contribute to a more efficient/competitive freight transportation system. The effort consisted of outreach focus group meetings held with the freight community beginning in October 1997 and completing in November 1998. In order to provide a comprehensive compendium of issues, every item was documented, whether it was of concern to a majority of participants or to just one. This report summarizes the results of that solicitation process. Chapter 1 provides an introduction. Chapter 2 describes the outreach process used to obtain input from the freight community and the list of participants. Chapter 3 discusses the structure of the freight industry within Massachusetts. The chapter includes a summary of the freight network (rail, trucking, ports, airports, and intermodal facilities), a description of the link between the economy and freight logistics, an introduction to the process for improving the network, and presentation of recent freight flow data. Chapter 4 documents the issues and concerns identified as part of the outreach effort, separated into overall categories. Chapter 5 ranks the issues and concerns listed in Chapter 4 into three levels of importance, high, medium, and low, based on the input received from the outreach effort. KW - Airports KW - Economics KW - Focus groups KW - Freight flow data KW - Freight transportation KW - Industry structure KW - Intermodal facilities KW - Logistics KW - Massachusetts KW - Massachusetts Freight Advisory Council KW - Network analysis (Planning) KW - Ports KW - Railroad facilities KW - Strategic planning KW - Truck facilities UR - http://www.mhd.state.ma.us/downloads/oversizedVehiclesFreight/freight.pdf UR - https://trid.trb.org/view/647963 ER - TY - RPRT AN - 00789796 AU - Larsen, Donald A AU - McDonnell, Anne-Marie H AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - SECOND INTERIM REPORT ON THE INSTALLATION AND EVALUATION OF WEIGH-IN-MOTION UTILIZING QUARTZ-PIEZO SENSOR TECHNOLOGY PY - 1999/11 SP - 104 p. AB - Through support from the Federal Highway Administration (FHWA) Priority Technologies Program (PTP), quartz-piezoelectric weigh-in-motion (WIM) sensors were purchased and installed on a highway in Connecticut. This is the first installation of Quartz-Piezo WIM technology on a highway in the United States. The objective of this study is to determine the sensor survivability, accuracy and reliability under actual traffic conditions in Connecticut's environment. This second interim report provides a summary of the WIM system calibrations, data analysis for FHWA Class 9 vehicles, and equipment performance for the period July 1998 - October 1999. Field validations of the system were performed using trucks of known static weight during October 1998, March 1999 and October 1999. Evaluations of field performance of the sensors and surrounding pavement were made on a quarterly basis. In order to track the accuracy and reliability using actual traffic data, an analysis of Class 9 (5-axle) trucks was made for the period December 1998 - September 1999. KW - Accuracy KW - Calibration KW - Connecticut KW - Field tests KW - Performance evaluations KW - Quartz-piezoelectric weigh in motion sensors KW - Reliability KW - Sensors KW - Weigh in motion UR - http://ntl.bts.gov/lib/000/000/93/789796.pdf UR - https://trid.trb.org/view/647948 ER - TY - RPRT AN - 00784634 AU - McVay, M C AU - Kuo, C L AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - ESTIMATE DAMPING AND QUAKE BY USING TRADITIONAL SOIL TESTING PY - 1999/11 SP - 93 p. AB - Impact pile driving greatly alters the behavior of the soil surrounding the pile. The changes in soil responses make it very difficult to estimate Smith soil parameters, even by means of Pile Driving Analyzer (PDA) monitoring and CAPWAP Analysis. Although GRL, Inc. (1993) had recommended typical values of the Smith damping and quake parameters for different types of soils and pile sizes, much research indicated that the Smith parameters were not only dependent on soil types and pile sizes, but also on the pile driving conditions. The ranges of the Smith soil quake and damping from published data were so widely scattered that it was very difficult to select reasonable values for Wave Equation Analysis. The objective of this research was to explore the meaning of the Smith soil model in Wave Equation Analysis and identify the key variables affecting the determination of the Smith soil parameters. Using the University of Florida pile database for regression analysis, semi-empirical equations for estimating the Smith soil parameters were developed based on conventional soil properties. KW - Damping (Physics) KW - Equations KW - Estimating KW - Pile driving KW - Piles (Supports) KW - Regression analysis KW - Size KW - Smith soil parameters KW - Soil mechanics KW - Soil properties KW - Soil types KW - Wave equations UR - https://trid.trb.org/view/637067 ER - TY - RPRT AN - 00784609 AU - Kranc, S C AU - Cromwell, C J AU - Rabens, C J AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - HYDRAULIC PERFORMANCE OF CONFLICT MANHOLES PY - 1999/11 SP - 42 p. AB - This report details a performance analysis of conflict junction boxes, employed when stormwater lines intersect utility conduits. A variety of configurations currently used by the Florida Department of Transportation were tested and rated for turbulent loss characteristics. Special consideration was given to vertical position of the conflict relative to the storm lines. The results were then used to predict full scale performance and design methods were suggested. Several alternative configurations were considered and recommendations for possible adoption made. KW - Conduits KW - Design methods KW - Drainage structures KW - Geometric configurations and shapes KW - Hydraulics KW - Intersections (Conduits) KW - Junction boxes KW - Manholes KW - Performance KW - Recommendations KW - Storm sewers UR - http://ntl.bts.gov/lib/15000/15800/15811/PB2000101059.pdf UR - https://trid.trb.org/view/637042 ER - TY - SER AN - 00784552 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - PORTLAND CEMENT CONCRETE (PCC) PARTIAL-DEPTH SPALL REPAIR PY - 1999/11 SP - 4 p. AB - The primary aim of the partial-depth spall repair study was to determine the most effective and economical materials and procedures for placing quality, long-lasting partial-depth patches in jointed concrete pavements. A secondary objective of the study was to identify any performance-related material tests that would enhance the material selection process and provide a better guarantee of patch performance. This technical summary summarizes the key benefits of this research, the experiment design, the evaluations performed, key findings, and recommendations from this research. This TechBrief is based on the report, "LTPP Pavement Maintenance Materials: SHRP PCC Partial-Depth Spall Repair Experiment, Final Report" (FHWA-RD-99-153; TRIS 00778832). KW - Concrete pavements KW - Materials selection KW - Materials tests KW - Patching KW - Performance evaluations KW - Recommendations KW - Repairing KW - Spalling UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/99177/99177.pdf UR - https://trid.trb.org/view/639971 ER - TY - SER AN - 00784554 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - HIGHWAY OPERATION IMPACTS ON FINE PARTICULATE AIR CONTAMINANT CONCENTRATIONS PY - 1999/11 SP - 4 p. AB - This technical summary is primarily to provide information to individuals in Federal Highway Administration Division offices and State departments of transportation on the availability of information on the subject of fine particulate air contaminants. Such information is necessary because the impacts of highways and traffic on possible violations, confirmation of expected continuing lack of violations, or possible attainment of ambient air quality standards have to be addressed for particular projects or overall area highway transportation. KW - Air pollution KW - Air quality KW - Air quality violations KW - Guides to information KW - Highway operations KW - Impacts KW - Particulates KW - Standards UR - https://trid.trb.org/view/639973 ER - TY - SER AN - 00784553 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - POTHOLE REPAIR PY - 1999/11 SP - 4 p. AB - The primary objective of the pothole experiment was to determine which combinations of materials and patching procedures provide the most cost-effective repair of potholes in asphalt concrete-surfaced pavements. This technical summary summarizes the experiment design, the evaluations performed, key findings, and recommendations from this research. This TechBrief is based on the report "Long-Term Monitoring of Pavement Maintenance Materials Test Sites" (FHWA-RD-98-073; TRIS 00753742). KW - Asphalt concrete pavements KW - Materials selection KW - Patching KW - Performance evaluations KW - Potholes (Pavements) KW - Recommendations KW - Repairing UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/99202/99202.pdf UR - https://trid.trb.org/view/639972 ER - TY - SER AN - 00784551 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - SEALING AND FILLING CRACKS IN ASPHALT PAVEMENTS PY - 1999/11 SP - 4 p. AB - The primary objective of the crack treatment experiment was to determine the most effective and economical materials and methods for conducting crack-sealing and crack-filling operations. Secondary objectives included the identification of performance-related material tests and quicker, safer installation practices. This technical summary summarizes the key benefits of this research, the experiment design, the evaluations performed, the service life comparison, key findings, and recommendations from this research. This TechBrief is based on the report, "LTPP Pavement Maintenance Materials: SHRP AC Crack Treatment Experiment, Final Report" (FHWA-RD-99-143; TRIS 00778830). KW - Asphalt concrete pavements KW - Installation KW - Materials tests KW - Pavement cracking KW - Performance evaluations KW - Recommendations KW - Sealing compounds KW - Service life UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/99176/99176.pdf UR - https://trid.trb.org/view/639970 ER - TY - RPRT AN - 00784528 AU - Baus, R L AU - Hong, W AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION AND EVALUATION OF ROADWAY RIDEABILITY EQUIPMENT AND SPECIFICATIONS PY - 1999/11 SP - 79 p. AB - This report summarizes an investigation undertaken to make recommendations for updating and improving the South Carolina Department of Transportation (SCDOT) rideability testing program. To this end, current SCDOT procedures were reviewed, a survey of other state highway agencies and a literature review were conducted, and rideability equipment manufacturers were contacted. It is recommended that the SCDOT give highest priority to phasing out the use of Mays Ride Meters and develop new rideability specifications and procedures based on non-contacting inertial profiler data. KW - Mays meter KW - Pavements KW - Profilometers KW - Riding qualities KW - Road meters KW - Roughness KW - Smoothness KW - Specifications UR - https://trid.trb.org/view/636979 ER - TY - RPRT AN - 00780338 AU - Landau Associates Incorporated AU - Oregon Department of Transportation AU - Federal Highway Administration TI - MONITORING SOIL NAILED WALLS AT THE HIGHWAY 217 AND HIGHWAY 26 INTERCHANGE PY - 1999/11 SP - 148 p. AB - Soil nailing is an innovative and cost effective technique that has received increased attention in recent years. Engineers faced with the challenge of retrofitting and maximizing the use of existing structures, minimizing new construction cost, and increasing usable space within existing rights-of-way have found that soil nail walls provide a flexible and cost effective solution in many cases. However, the geotechnical engineering community's understanding of the behavior of soil nail walls, especially under unique loading conditions, is still somewhat limited. As additional field data become available, engineers will achieve a better understanding of soil nail wall performance under a variety of loading conditions and configurations. This report summarizes the results of a soil nail wall research project completed by the Oregon Department of Transportation. KW - Cost effectiveness KW - Design KW - Geotechnical engineering KW - Interchanges KW - Performance KW - Retaining walls KW - Soil nailing UR - http://ntl.bts.gov/lib/15000/15900/15919/PB2000101709.pdf UR - https://trid.trb.org/view/509270 ER - TY - RPRT AN - 00780331 AU - Agent, K R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF THE ADAPTIR SYSTEM FOR WORK ZONE TRAFFIC CONTROL PY - 1999/11 SP - 16 p. AB - The ADAPTIR (Automated Data Acquisition and Processing of Traffic Information in Real Time) system uses variable message signs (VMS) equipped with radar units, along with a software program to interpret the data, to display appropriate warning and advisory messages to motorists approaching a work zone when certain speed and delay thresholds are met. The overall conclusion of the evaluation is that the ADAPTIR type system is an effective method to provide real time information to motorists approaching a work zone. The information relates to speed reductions, delay, and possible diversions. Drivers who traveled through the work zone when the VMS were in operation understood the messages and thought they were useful. However, there are limitations which must be considered. The accuracy of the messages is a function of the accuracy of the radar data, the number and location of the radar units, and the logic used to analyze the data. Care must be taken to assure that the radar units used have the capability to record very low speeds and that inappropriate speeds are not being recorded. If the lane closure is very long, additional radar units may need to be placed within the lane closure to increase the accuracy of the delay estimates. The logic must be analyzed to insure that motorists are being given appropriate messages. KW - Automatic data collection systems KW - Lane closure KW - Radar devices KW - Real time data processing KW - Traffic delays KW - Traffic diversion KW - Traffic speed KW - Traveler information and communication systems KW - Variable message signs KW - Work zone traffic control UR - http://ntl.bts.gov/lib/15000/15900/15911/PB2000101693.pdf UR - https://trid.trb.org/view/509263 ER - TY - RPRT AN - 00784608 AU - Lou, Z AU - Lu, J J AU - Gunaratne, M AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - ROAD SURFACE CRACK CONDITION FORECASTING USING NEURAL NETWORK MODELS PY - 1999/10/28 SP - 93 p. AB - Accurate forecasting of pavement crack condition is essential for pavement management systems (PMS) at either network or project level. Up to now, mechanistic-empirical and purely empirical models have been used to forecast pavement crack condition. A characteristic feature of these models is that they are formulated based on laboratory and/or field statistical data. Hence, selection of appropriate function forms could be difficult with a large data dimension. This report summarizes the results obtained from a research project to develop a Backpropagation Neural Network (BPNN) model for the forecasting of pavement crack condition of Florida's highway network. The BPNN model, which is able to learn the hidden information from the historical crack condition data, has the capability to forecast future crack condition. In order to set up an effective model, the concept of BPNN was introduced along with its mathematical training algorithm. The neural network model was then trained and tested with field data collected from Florida's highway network. Further, the BPNN model was compared with a commonly used autoregressive (AR) model. Finally, a validation step was performed to identify the forecasting errors on the 1998 data set. It was concluded that the BPNN model was more accurate than the AR model and could be applied to forecast pavement crack condition. KW - Accuracy KW - Algorithms KW - Autoregressive models KW - Backpropagation KW - Errors KW - Field data KW - Florida KW - Forecasting KW - Neural networks KW - Pavement cracking KW - Validation UR - http://ntl.bts.gov/lib/15000/15900/15931/PB2000101740.pdf UR - https://trid.trb.org/view/637041 ER - TY - ABST AN - 01537884 TI - Animal Vehicle Crash Mitigation Using Advanced Technologies AB - Animal-vehicle crashes are a significant problem on the nation's roadways. They result in injuries or fatalities for the vehicle occupants, significant damage to vehicles and usually result in the death of animals. This study will examine ways to mitigate the damage from animal-vehicle crashes using traditional measures as well as advanced technologies. KW - Animal vehicle collisions KW - Crash injuries KW - Fatalities KW - Highway safety KW - Technological innovations KW - Traffic mitigation KW - Wildlife UR - http://www.pooledfund.org/Details/Study/305 UR - https://trid.trb.org/view/1324263 ER - TY - RPRT AN - 00789884 AU - Federal Highway Administration TI - THE HERMES BRIDGE INSPECTOR PY - 1999/10/26 SP - 4 p. AB - HERMES is an innovative ground-penetrating radar system that uses a unique array of impulse radar modules to create images of internal defects in concrete bridge decks. HERMES is designed to launch high-frequency electromagnetic pulses into a bridge deck while the system travels at normal highway speeds, evaluating the bridge deck without the need for lane closures. This brief report states the goals of the HERMES project, outlines the potential HERMES advantages, and describes the field testing of the HERMES prototype. It concludes with a short description of the Federal Highway Administration NDE Validation Center and calls for other states to follow the leadership of the state of California in developing a second-generation HERMES system. KW - Bridge decks KW - Defects KW - Ground penetrating radar KW - Inspection KW - Nondestructive tests KW - Prototype tests KW - Technological innovations UR - https://trid.trb.org/view/648029 ER - TY - RPRT AN - 00816462 AU - HLB Decision Economics, Incorporated AU - Federal Highway Administration TI - PUBLIC POLICY IMPACTS ON FREIGHT PRODUCTIVITY PY - 1999/10/22 SP - 126 p. AB - The purpose of this report is to provide an annotated bibliography of the literature profile synthesizing existing research efforts that investigate public policy impacts on productivity. The annotated bibliography serves as a basis for the computer database. The report is presented in three chapters. The first chapter provides an introduction. Chapter 2 provides answers, emerging from the literature review, to questions about public policy impacts on productivity. Chapter 2 also introduces the format of the annotated bibliography and Chapter 3 concludes this report by providing a summary of findings. The main findings are as follows: Highway investments between 1950 and 1973 had a significant positive impact on trucking and economy-wide productivity; After 1970 the benefits of additional highway investment declined and were close to normal; The decline in both public and private investment has contributed to the slowdown in productivity; Changes in highway network investment lead to larger changes in productivity growth in vehicle intensive industries; An increase in highway capital leads to a reduction in demand for labor and materials and an increase in demand for private capital; and An effective transportation network delivers benefits beyond and above the direct benefits from improved transportation. KW - Benefits KW - Bibliographies KW - Economic growth KW - Highways KW - Impacts KW - Investments KW - Literature reviews KW - Productivity KW - Public policy KW - Trucking UR - http://ops.fhwa.dot.gov/freight/documents/paper2n.pdf UR - https://trid.trb.org/view/690756 ER - TY - ABST AN - 01459573 TI - Predicting Short-term and Long-Term Air Quality Effects of Traffic-Flow Improvement Projects AB - The objective of this research is to develop and demonstrate, in case study applications, a methodology to predict the short-term and long-term effects of corridor-level, traffic flow improvement projects on carbon monoxide (CO), volatile organic compounds (VOCs), oxides of nitrogen (NOx), and particulate emissions (PM). The methodology should evaluate the magnitude, scale (such as region- wide, corridor, or local), and duration of the effects for a variety of representative urbanized areas. KW - Air quality KW - Carbon monoxide KW - Emission control devices KW - Flow KW - National Cooperative Highway Research Program KW - Organic compounds KW - Particulates KW - Research projects KW - Traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=755 UR - https://trid.trb.org/view/1227787 ER - TY - ABST AN - 01459597 TI - LTPP Data Analysis: Effectiveness of Maintenance and Rehabilitation Options AB - Various maintenance and rehabilitation options are employed by highway agencies to restore pavement condition and extend pavement life. For specific climate conditions and traffic levels, the performance of the restored pavement will depend on the type of maintenance or rehabilitation option, but also on the existing pavement condition when these measures are applied. However, these relationships are not well documented. Without this information, the selection of appropriate maintenance or rehabilitation options that will ensure long-term performance is a difficult task. Research is needed to identify the existing pavement conditions that influence the effectiveness of the different maintenance and rehabilitation options and to determine the relative performance of these options. The data available from the Long Term Pavement Performance (LTPP) studies are expected to provide such information. KW - Flexible pavements KW - Life span KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Pavements KW - Rehabilitation (Maintenance) KW - Research projects KW - Rigid pavements UR - https://trid.trb.org/view/1227811 ER - TY - ABST AN - 01459587 TI - Additional Investigations on Driver Information Overload AB - The objectives of this research are to continue efforts to develop and validate a driver information overload model for freeways and to translate the model into a practical tool for traffic and safety professionals to use in analyzing driver information loadings. KW - Data collection KW - Driver information systems KW - Field tests KW - Information systems KW - National Cooperative Highway Research Program KW - Research projects KW - Traffic control devices KW - Traffic safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=336 UR - https://trid.trb.org/view/1227801 ER - TY - ABST AN - 01515382 TI - New England Transportation Consortium AB - This consortium pools the financial, professional, and academic resources of the New England region. Resources are focused on the research and development of substantially improved methods for dealing with common problems associated with the construction, rehabilitation, reconstruction, and operation of the transportation system in New England. KW - New England Transportation Consortium KW - Regional planning KW - Resource allocation KW - Transportation system management UR - http://www.pooledfund.org/Details/Study/150 UR - https://trid.trb.org/view/1300077 ER - TY - RPRT AN - 01103137 AU - Federal Highway Administration TI - Intelligent Vehicle Highway Systems: A Public/Private Partnership. Overview of the IVHS Program through FY 1991 PY - 1999/10/01 SP - 32p AB - The IVHS Program has made very significant progress in transitioning from a modest Research and Development effort to a vigorous, full-scale national program with major activities in research, development, operational testing, and deployment. This report provides a brief overview of the principles upon which the program is being performed and a summary of project status. KW - Advanced traffic management systems KW - Commercial vehicle operations KW - Intelligent transportation systems KW - Intelligent vehicles KW - Organizations KW - Partnerships KW - Public private partnerships KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16600/16672/PB2000104480.pdf UR - https://trid.trb.org/view/860665 ER - TY - RPRT AN - 01613785 AU - Chen, Brian S AU - Yura, Joseph A AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Top Lateral Bracing of Steel U-Shaped Girders PY - 1999/10//Final Report SP - 117p AB - Steel box girder systems are being used more frequently for curved bridges because of their torsional stiffness and aesthetic appearance. These systems typically consist of U-shaped girders placed side-by-side with a composite concrete deck acting as the top flange. A critical design stage for these girders occurs during casting of the bridge deck, when the non-composite steel section must support the entire construction load, including the wet concrete. During this period, the top flanges are in compression and are susceptible to lateral-torsional buckling. Lateral bracing, typically in the form of a horizontal truss system, is installed to prevent the flanges from buckling and to increase the torsional stiffness of the girders. There is currently no existing codified design method for the lateral bracing of U-shaped girders. This research report describes the analytical and experimental tests conducted on steel U-shaped girders with top-flange lateral bracing. The scope of the study focused on X-type top lateral truss systems. A series of pilot tests were also conducted to evaluate the performance of girders with metal deck panels used as a top lateral bracing system. Results include girder buckling loads, buckled shapes, brace forces, and girder torsional stiffnesses. Deficiencies in current code specifications are also discussed. KW - Box girder bridges KW - Bracing KW - Buckling KW - Evaluation KW - Flanges KW - Girders KW - Pilot studies KW - Stiffness KW - Torsional strength KW - Trusses UR - http://ctr.utexas.edu/wp-content/uploads/pubs/1395_2f.pdf UR - https://trid.trb.org/view/1424723 ER - TY - RPRT AN - 01395455 AU - Hunter, W W AU - Stewart, J R AU - Stutts, J C AU - Huang, H H AU - Pein, W E AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - A comparative analysis of bicycle lanes versus wide curb lanes: final report PY - 1999/10 IS - FHWA-RD-99-034 SP - 97p KW - Accident analysis KW - Bicycle KW - Bicycle lane KW - Bicycle lanes KW - Bicycle lanes KW - Bicycles KW - Crash analysis KW - Data collection KW - Data collection KW - Digital video KW - Dimension KW - Level of service KW - Level of service KW - Mathematical models KW - Modelling KW - Photography KW - Photography KW - Road user behaviour KW - Size KW - Traffic lane KW - Traffic lanes KW - Travel behavior KW - Vehicle spacing KW - Vehicle spacing KW - Video UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/99034/99034.pdf UR - https://trid.trb.org/view/1163218 ER - TY - RPRT AN - 01173898 AU - Farrag, Khalid AU - Morvant, Mark AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of a Database for Louisiana Highway Bridge Scour Data (A Program and Manual) PY - 1999/10//Final Report SP - 57p AB - A tremendous amount of scour data already exists for the highway bridges monitored by the Louisiana Department of Transportation and Development (DOTD). More than one hundred and twenty bridges are being monitored at a frequency of one to several times per year and at various locations from from the bridges' centerlines. The scour data collected is still in the format of traditional paper files and there existed a need to develop ready-to-use computer software using modern database technology to perform scour data management. Such software was needed to speed plotting historical cross sections and to identify scour critical bridges. This report presents the manual of the software program developed for database management of scour data of the Louisiana highway bridges. The program has the capabilities of data retrieval of a specific bridge using a variety of data search routines. The program retrieves bridge information, survey plans, and soil boring data. It plots the cross-sections and longitudinal sections at any survey location and date. The program also displays contour plots at any selected date and historic plots of scour at any selected location. The database software can be installed on any DOTD computer having Microsoft Windows 95, 98, and NT systems. The database can be installed in any directory in the user's computer or can be accessed remotely from the DOTD server. KW - Bridge management systems KW - Computer program documentation KW - Computer programs KW - Database management systems KW - Databases KW - Highway bridges KW - Louisiana KW - Scour UR - http://www.ltrc.lsu.edu/pdf/2008/fr_331.pdf UR - https://trid.trb.org/view/933517 ER - TY - RPRT AN - 01100734 AU - Ray, Thomas G AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Development of an Approach to Facilitate Optimal Equipment Replacement PY - 1999/10 SP - 49p AB - The principle objective of this study was to develop a procedure using available departmental data on operation, maintenance and replacement costs to provide the Louisiana Department of Transportation and Development with guidelines for the identification of equipment with a high priority for replacement. It was desired, further, to specify a required funding to bring the department's equipment pool current. The objectives of the study were accomplished. A procedure for the assignment of priorities for equipment replacement is specified in the body of the report. The funding required to bring all equipment within an optimal operating cost area is estimated to be in the range of 36-42 million dollars. KW - Costs KW - Equipment replacement KW - Financing KW - Guidelines KW - Louisiana Department of Transportation and Development KW - Strategic planning UR - http://www.ltrc.lsu.edu/pdf/2008/fr_329.pdf UR - https://trid.trb.org/view/860299 ER - TY - RPRT AN - 01025725 AU - Adeli, Hojjat AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Neural Network Computing Model for Highway Construction Project Scheduling and Management PY - 1999/10//Final Report SP - 182p AB - A general mathematical formulation has been developed for scheduling of construction projects and applied to the problem of highway construction scheduling. Repetitive and non-repetitive tasks, work continuity considerations, multiple-crew strategies, and the effects of varying job conditions on the performance of a crew can be modeled. An optimization formulation is presented for the construction project scheduling problem with the goal of minimizing the direct construction cost. The nonlinear optimization problem is then solved by the recently patented neural dynamics model of Adeli and Park (United States patent number 5,815,394 issued on September 29, 1998). For any given construction duration, the model yields the optimum construction schedule for minimum construction cost automatically. By varying the construction duration, one can solve the cost-duration trade-off problem and obtain the global optimum schedule and the corresponding minimum construction cost. The new construction scheduling model provides the capabilities of both the critical path method (CPM) and linear scheduling method (LSM) approaches. In addition, it provides features desirable for repetitive projects such as highway construction and allows schedulers greater flexibility. It is particularly suitable for studying the effects of change order on the construction cost. An object-oriented (00) information model has been developed for construction scheduling, cost optimization, and change order management based on the new construction scheduling model. The 00 model has been implemented in a prototype software system for management of construction projects, called CONSCOM, in Visual C++. CONSCOM is particularly suitable for highway construction change management. It can be used by the owner as an intelligent decision support system in schedule reviews, progress monitoring, and cost-time trade-off analysis for change order approval. KW - Change order management KW - CONSCOM (Computer model) KW - Construction management KW - Construction scheduling KW - Cost minimization KW - Costs KW - Critical path method KW - Decision support systems KW - Linear scheduling method KW - Neural dynamics model KW - Neural networks KW - Object oriented databases KW - Optimization KW - Repetitive projects KW - Road construction UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A43516221 UR - http://ntl.bts.gov/lib/16000/16100/16193/PB2000102910.pdf UR - https://trid.trb.org/view/781718 ER - TY - RPRT AN - 01024462 AU - Sargand, Shad M AU - Wasniak, Daniel L AU - Masada, Teruhisa AU - Beegle, David AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Initial Subgrade Variability on the Ohio SHRP Test Road PY - 1999/10//Interim Report SP - 146p AB - The construction and maintenance of highway pavements cost state and federal agencies billions of dollars each year. Premature deterioration of highways is a major component of this expenditure. This early decline in pavement performance demonstrates the need for improvement in existing pavement design and construction methods. Finding economical ways to prevent premature deterioration is a main concern of all agencies responsible for the transportation infrastructure. While pavements typically perform up to design standards, localized areas of premature distress may require early attention. This distress may be in the form of rutting, cracking or other types of failure. Under repeated traffic loading and environmental cycling, these areas tend to expand to the point where the pavement loses serviceability and rehabilitation is required. Non-uniformity or variability within the pavement structure causes these early failures. More effective methods for monitoring and testing the various lifts of subgrade, base, and pavement as they are constructed may significantly reduce non-uniformity in the pavement system. Non-destructive testing with the Falling Weight Deflectometer (FWD), Dynamic Cone Penetrometer (DCP), and Dynaflect is becoming more widely accepted for evaluating pavement conditions. These methods can be used to identify potential problem areas in the subgrade, base and pavement that will create premature distress. By preventing this premature distress, overall service life of the pavement will be extended and transportation agencies will save a substantial amount of money that would otherwise be used for rehabilitation or replacement of the pavement. Performing these tests during various stages of construction, especially at completion of the subgrade, will be very cost effective. The objective of this investigation was to determine the extent of initial subgrade variability on the Ohio SHRP Test Road and to recommend methods of improving uniformity in future construction projects. KW - Cone penetrometers KW - Design standards KW - Deterioration KW - Dynaflect KW - Environmental impacts KW - Failure KW - Falling weight deflectometers KW - Nondestructive tests KW - Pavement cracking KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Road construction KW - Rutting KW - Service life KW - Serviceability KW - Subgrade (Pavements) KW - Traffic loads UR - http://www.dot.state.oh.us/research/2000/Pavements/14652-FR(A).pdf UR - https://trid.trb.org/view/781632 ER - TY - RPRT AN - 01000057 AU - West, J S AU - Vignos, R P AU - Breen, J E AU - Kreger, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Corrosion Protection for Bonded Internal Tendons in Precast Segmental Construction PY - 1999/10//Research Report SP - 94p AB - This report documents a series of accelerated corrosion tests on small-sized specimens typical of bonded internal post-tensioning tendons in segmentally constructed box girder concrete bridges. Thirty-eight macrocell specimens were subjected to a highly aggressive exposure and observed for 4 1/2 years. At that time, 19 of the specimens were opened for detailed examination and all corrosion behavior recorded. The variables included were joint type (dry or epoxy), duct type (galvanized steel or plastic), grout type (3 grouts with differing additives) and level of joint compression (3 different levels). Half-cell potentials and macrocell corrosion currents were measured throughout exposure. While some substantial corrosion was found in dry joint specimens, the corrosion resistance of epoxy joint specimens was excellent. KW - Accelerated tests KW - Box girder bridges KW - Compression KW - Corrosion protection KW - Corrosion tests KW - Dry joints KW - Ducts KW - Epoxy joints KW - Grout KW - Joints (Engineering) KW - Posttensioning KW - Precast concrete KW - Segmental construction KW - Specimens KW - Tendons (Materials) UR - https://trid.trb.org/view/751062 ER - TY - RPRT AN - 01000061 AU - West, J S AU - Schokker, A J AU - Larosche, C J AU - Breen, J E AU - Kreger, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Long-Term Post-Tensioned Beam and Column Exposure Test Specimens: Experimental Program PY - 1999/10//Research Report SP - 282p AB - The use of post-tensioning in bridges can provide durability and structural benefits to the system while expediting the construction process. When post-tensioning is combined with precast elements, traffic interference can be greatly reduced through rapid construction. Post-tensioned concrete substructure elements such as bridge piers, hammerhead bents, and straddle bents have become more prevalent in recent years. Chloride-induced corrosion of steel in concrete is one of the most costly forms of corrosion each year. Coastal substructure elements are exposed to seawater by immersion or spray, and inland bridges may also be at risk due to the application of deicing salts. 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. Documentation for durability design of the grout, ducts, and anchorage systems is very limited. The objective of this research is to evaluate the effectiveness of corrosion protection measures for post-tensioned concrete substructures by designing and testing specimens representative of typical substructure elements using state-of-the-art practices in aggressive chloride exposure environments. This evaluation was accomplished through long-term exposure testing of twenty-seven large-scale beam specimens and ten large-scale column specimens. Long-term exposure testing of the beam and column specimens is ongoing, but preliminary findings indicate increased corrosion protection with increasing levels of post-tensioning, although traditional fully prestressed sections may not give as high a benefit to cost ratio as partially prestressed sections with high percentages of prestressing steel. Specimens with low permeable concrete are showing better corrosion protection than specimens with the standard concrete for bridge substructures used by the Texas Department of Transportation. Recommendations and guidelines for durable design of post-tensioned bridge substructures were developed from the findings to date, and supplementary information will be provided after final autopsy of all specimens. KW - Beams KW - Bents KW - Bridge piers KW - Bridge substructures KW - Chlorides KW - Columns KW - Corrosion KW - Corrosion protection KW - Deicing chemicals KW - Design KW - Durability KW - Exposure testing KW - Guidelines KW - Posttensioning KW - Recommendations KW - Reinforcing steel KW - Seawater KW - Tendons (Materials) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1405_3.pdf UR - https://trid.trb.org/view/751049 ER - TY - RPRT AN - 00791470 AU - Federal Highway Administration TI - THE ENVIRONMENTAL GUIDEBOOK PY - 1999/10 SP - v.p. AB - This CD-ROM contains documents dealing with the natural environment and the built and social environment. The documents are accessed from the contents page by subject categories. Volume 1: The Natural Environment has the following subject categories: Air quality; Coastal barrier resources; Coastal zone management; Endangered species; Farmland; Floodplains; Hazardous waste and brownfields; Noise; Roadside vegetation; Safe Drinking Water Act; Section 404 permits; Water Quality and the Clean Water Act; Watershed management; Wetlands; Wild and scenic rivers; Wilderness areas/Section 6(f) properties; and Wildlife, habitat and ecosystems. The subject categories of Volume 2: The Built and Social Environment are: Aesthetics; Bicycle and pedestrian issues; U.S. Coast Guard coordination; Community impacts; Corridor preservation; Cumulative and secondary impacts; Environmental documentation; Freedom of Information Act requests; General environmental requirements; Historical and archeological preservation; Interagency coordination; Project development; Public involvement; Scenic byways; Section 4(f); Title VI and environmental justice; Transportation enhancements; and Transportation and community and system preservation pilot program. KW - Aesthetics KW - Air quality KW - CD-ROM KW - Communities KW - Ecosystems KW - Endangered species KW - Environmental design KW - Environmental engineering KW - Environmental impacts KW - Environmental justice KW - Environmental policy KW - Environmental protection KW - Environmental quality KW - Habitat (Ecology) KW - Hazardous wastes KW - Historic preservation KW - Natural resources KW - Noise KW - Scenic highways KW - Transportation corridors KW - Transportation planning KW - Water quality KW - Wetlands KW - Wilderness areas KW - Wildlife UR - http://www.environment.fhwa.dot.gov/guidebook/index.htm UR - https://trid.trb.org/view/649206 ER - TY - RPRT AN - 00928082 AU - Lee, C E AU - Borchardt, D W AU - Fei, Q AU - University of Texas, Austin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRUCK MONITORING AND WARNING SYSTEMS FOR FREEWAY-TO-FREEWAY CONNECTIONS PY - 1999/10 SP - 98 p. AB - This research focuses on the development and evaluation of a truck monitoring and warning (TM&W) system for detecting high, long, fast trucks at freeway-to-freeway connections and activating displays to warn the truck drivers of potential hazards as their vehicles approach the curved section of an interchange ramp. The basic study was conducted on the elevated left-turn ramp for traffic southbound on I-610 loop freeway to eastbound on SH 225 (LaPorte Freeway) in Houston, Texas. The TM&W system used three infrared light-beam sensors with a special microcontroller-based signal processor, named TDA3 (Traffic Data Acquisition), to determine the speed, length at 7 ft (2.1 m) above the road surface, and arrival time for every vehicle that blocked the light beams. When selected criteria were met, the TDA system sent a warning message to the driver. Software for data collection and processing was developed, and before-and-after speed-change studies were conducted to determine the effect of applying the truck monitoring and warning system at the curved, elevated interchange ramp. The results of this research indicate that activating flashing-yellow light warning displays for only the trucks exceeding the preset criteria caused an average additional 2 mi/h (3.2 km/h) speed reduction, beyond normal, before the trucks entered the curved portion of the ramp. Recommendations are made for potentially improving the impact of the warning message on drivers. KW - Arrival time KW - Before and after studies KW - Data collection KW - Flashing traffic signals KW - Freeways KW - Houston (Texas) KW - Information processing KW - Infrared detectors KW - Interchanges KW - Length KW - Monitoring KW - Ramps (Interchanges) KW - Signal processing KW - Software KW - Speed KW - Trucks KW - Warning signals KW - Warning systems UR - http://www.utexas.edu/research/ctr/pdf_reports/2915_1.pdf UR - https://trid.trb.org/view/718794 ER - TY - RPRT AN - 00928077 AU - Mahmassani, H S AU - Haas, C AU - Zhou, S AU - Peterman, J AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF INCIDENT DETECTION METHODOLOGIES PY - 1999/10 SP - 50 p. AB - The detection of freeway incidents is an essential element of an area's traffic management system. Incidents need to be detected and handled as promptly as possible to minimize delay to the public. Various algorithms and detection technologies are examined to determine which combinations offer optimal detection performance. The objectives of this research are to compile, compare, rank, and recommend incident detection strategies in use today. Incident management and its components are described in this report to provide background. Extensive literature reviews, site visits, and interviews have been conducted and continue to be pursued as new incident detection schemes emerge. The most prevalent and practical incident detection algorithms are coded into software for testing and performance comparison. Large amounts of traffic data have been acquired for input into detection algorithms. An integrated incident detection data and algorithm fusion model is proposed as well. This model can be used both as a management tool and as a method to combine data sources and algorithms in ways that take advantage of their respective strengths in differing circumstances. The status of tasks that are required to complete this work is also described. KW - Algorithms KW - Data fusion KW - Field studies KW - Freeways KW - Incident detection KW - Integrated models KW - Interviewing KW - Literature reviews KW - Optimization KW - Performance KW - Technology KW - Traffic control KW - Traffic data UR - http://www.utexas.edu/research/ctr/pdf_reports/1795_1.pdf UR - https://trid.trb.org/view/718789 ER - TY - RPRT AN - 00928073 AU - Olivera, F AU - Maidment, D AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - GIS-BASED SYSTEM OF HYDROLOGIC AND HYDRAULIC APPLICATIONS FOR HIGHWAY ENGINEERING PY - 1999/10 SP - 176 p. AB - A significant portion of the cost of most highway projects can be attributed to the design and construction of such drainage facilities as bridges, highway culverts, storm drains, and water quality and quantity control structures. At the minimum, the design of these facilities involves hydrologic analyses to determine the design discharge and hydraulic analyses to determine the conveyance capacity of the facility. Although most hydrologic and hydraulic calculation procedures are now available as computer programs -- programs that can significantly reduce the mathematical effort involved -- substantial effort is still necessary to establish and manipulate the data required for input into those programs. To simplify the process of determining the input data, several state departments of transportation are developing geographic information systems (GISs) to calculate spatial hydrologic parameters that can then be used as input values to standard hydrologic software packages. The hydrologic software package currently utilized by the Texas Department of Transportation is the Texas Hydraulic System (THYSYS). This program is comprised of applications that perform hydrologic and hydraulic analyses based on descriptions of the watershed and/or the stream channel of interest. Traditionally, the data generated to support these programs have been extracted manually from maps and cross sections presented on paper drawings. However, by building a digital spatial database of the hydrologic features of Texas, and developing a GIS that operates in conjunction with this database, the extraction of data and application of the design procedures becomes automated and more efficient. In this research project, a GIS has been developed to assist in the design of highway drainage facilities by utilizing hydrologic spatial data to calculate the input parameters for standard hydrologic software packages. This GIS reduces the analysis time and improves the analysis accuracy by integrating digital spatial data that describe the watershed of interest with hydrologic theory. KW - Design KW - Drainage structures KW - Flood plains KW - Geographic information systems KW - Hydraulics KW - Hydrology KW - Mapping KW - Software packages KW - Spatial analysis KW - Watersheds UR - http://www.utexas.edu/research/ctr/pdf_reports/1738_6.pdf UR - https://trid.trb.org/view/718785 ER - TY - RPRT AN - 00921771 AU - Balaguru, P AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CORROSION INHIBITORS PY - 1999/10 SP - 163 p. AB - Corrosion of reinforcement is a global problem that has been studied extensively. The use of good quality concrete and corrosion inhibitors seems to be an economical, effective and logical solution, especially for new structures. A number of laboratory studies are available on the performance of various corrosion inhibiting admixtures. But studies on concrete used in the field are rare. A new bypass constructed by the New Jersey Department of Transportation provided a unique opportunity to evaluate the admixtures in the field. Five new bridge decks were used to evaluate four corrosion inhibiting admixtures. The concrete used in the four bridge decks had one of the following admixtures: DCI-S, XYPEX C-1000, Rheocrete 222+, Ferrogard901. All the admixtures are commercially available and used in the field. The fifth deck was used as a control. All the decks with admixtures had black steel where as the control deck had epoxy coated bars. Extra black steel bars were placed on the control deck. Both laboratory and field tests were used to evaluate the admixtures. The uniqueness of the study stems from the use of field concrete, obtained as the concrete for the individual bridge decks were placed. In addition to cylinder strength tests, minidecks were prepared for accelerated corrosion testing. The bridge decks were instrumented for long term corrosion monitoring. Tests to measure corrosion rate, corrosion potential, air permeability, and electrical resistance were used to determine the performance of the individual admixtures. The evaluation produced an overall best performing admixture, though the differences in the overall performance of the admixtures were not significant. The admixtures were ranked from best to worst in corrosion protection for each test. In terms of scientific observations, xypex provides a denser concrete. If the concrete can be kept free of cracks this product will minimize the ingress of liquids, reducing corrosion. The other three provide a protection to reinforcement by providing a barrier, reducing the effect of chlorides or both. In order to distinguish the differences, the study should continue as explained in the following recommendation section. KW - Air KW - Bridge decks KW - Chlorides KW - Concrete KW - Corrosion KW - Corrosion protection KW - Density KW - Electrical resistivity KW - Field studies KW - Field tests KW - Inhibitors (Chemistry) KW - Laboratory tests KW - Permeability KW - Reinforcement (Engineering) UR - http://ntl.bts.gov/lib/18000/18600/18606/PB2002100895.pdf UR - https://trid.trb.org/view/706839 ER - TY - RPRT AN - 00803539 AU - Federal Highway Administration TI - INDIAN RESERVATION ROADS PROGRAM: TRANSPORTATION PLANNING PROCEDURES AND GUIDELINES PY - 1999/10 SP - v.p. AB - This document defines procedures and provides guidelines to be used by the Federal Highway Administration (FHWA), Bureau of Indian Affairs (BIA), and Indian Tribal Governments for Indian Reservation Roads (IRR) transportation planning. It details procedures to meet the intent of the Federal Lands Highways Program, Section 204 of 23 United States (23 U.S.C); the Indian Self-Determination and Education Assistance Act, as amended, Public Law (P.L. 93-638 (25 U.S.C. 450); the BIA/FHWA Memorandum of Agreement (MOA); the Roads of the BIA, Code of Federal Regulations (CFR) Part 170; and the IRR Program Stewardship Plan. Section 204(a) of 23 U.S.C. states: "In consultation with the Secretary of each appropriate Federal land management agency, the Secretary shall develop, by rule, transportation planning procedures that are consistent with the metropolitan and statewide planning processes required under sections 134 and 135." KW - Federal land KW - Guidelines KW - Indian reservations KW - Land use KW - Management KW - Native Americans KW - Procedures KW - Regulations KW - Roads KW - Transportation planning KW - Tribal government KW - U.S. Bureau of Indian Affairs KW - U.S. Federal Highway Administration UR - http://books.google.com/books/about/Indian_reservation_roads_program_transpo.html?id=VwJPAAAAMAAJ UR - http://ntl.bts.gov/lib/15000/15700/15746/PB2000100591.pdf UR - http://ntl.bts.gov/lib/22000/22300/22324/PB99178071.pdf UR - https://trid.trb.org/view/667666 ER - TY - RPRT AN - 00814065 AU - Grenzeback, L AU - Markert, M AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - NATIONAL ITS/INTERMODAL FREIGHT PROGRAM REQUIREMENTS PY - 1999/10 SP - 135 p. AB - This report recommends the development of a national intelligent transportation system (ITS) program for intermodal freight that will promote the application of ITS technology to enhance the safety, reliability, and responsiveness of the intermodal freight system. The report describes current applications of ITS technologies to freight movement and opportunities for the U.S. Department of Transportation (DOT) to accelerate the application of ITS technologies to intermodal freight movement. The private sector has played the primary role in developing and applying advanced information technology to shipment and asset management, including shipment tracing and information systems; inventory and stowage management systems; and asset location and management systems. There has been parallel development of ITS by the public sector for traffic and highway management, including traveler information systems, toll collection systems, and traffic management systems. Three areas of opportunity for the U.S. DOT to improve intermodal freight movement through the application of ITS technologies are: Business strategy - develop business and organizational strategies that will increase interaction and collaboration among the intermodal stakeholders in the public and private sectors; Information technology - improve intermodal freight operations through the development of data-exchange standards and interoperable freight-identification technologies; and Intermodal operations - improve shipment tracing and management, reduce congestion at gates and terminals, and improve route and fleet management through a series of operational tests that apply information technology and ITS to intermodal freight problems. KW - Demonstration projects KW - Electronic data interchange KW - Freight identification technology KW - Freight transportation KW - Information technology KW - Intelligent transportation systems KW - Intermodal transportation KW - Interoperability KW - Private enterprise KW - Stakeholders KW - Standards KW - Strategic planning UR - http://ntl.bts.gov/lib/16000/16700/16740/PB2000104636.pdf UR - https://trid.trb.org/view/681401 ER - TY - RPRT AN - 00808577 AU - Saadeghvaziri, M A AU - Yazdani-Motlagh, A AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - NONLINEAR RESPONSE OF MSSS BRIDGES UNDER EARTHQUAKE GROUND MOTIONS: CASE STUDIES PY - 1999/10 SP - 143 p. AB - This report presents the results of the second phase of a comprehensive analytical study on the seismic response of highway bridges in New Jersey. Most bridges in New Jersey are multi-span simply supported (MSSS) where due to impact at the joints the seismic response is highly nonlinear. Therefore, detailed seismic analysis of essential bridges should employ nonlinear computer models that consider the important behavioral characteristics. Among these are: behavior of steel bearings, impact between adjacent spans and between the end-span and the abutments, soil-structure interaction, frictional characteristics following bearing failure, plastic hinges and/or shear failure at the columns, and combined effect of horizontal and transverse ground motion excitations. In light of these, the overall objective of this phase of the study was to evaluate the nonlinear seismic response of actual bridges with emphasis on soil-structure interaction and three-dimensional effect of ground motion. Furthermore, capacity/demand ratios for various components were determined based on the Federal Highway Administration's seismic retrofitting manual for highway bridges. The results indicate that even under low intensity earthquakes high impact forces will be generated within an MSSS bridge. As a result the steel bearings, which are employed in most bridges in New Jersey, will most likely fail. However, if the failure is followed by stable Coulomb-Friction at the interface of the steel bearing and the steel girder or the interface of the bearing and concrete seat, it is not expected that the bridge will collapse. Actually, due to energy dissipation capacity of this mode of failure the response of the bridge will be constrained. Thus, the bridges investigated under this study can survive an earthquake with peak ground acceleration (PGA) of 0.18 g, which is the maximum seismic coefficient for New Jersey based on AASHTO's Seismic Specifications. For a ground motion with PGA of 0.4 g, the bridges considered will sustain shear failure of columns in addition to bearing failure. This in turn can cause collapse of the bridge. Soil-structure interaction and frictional coefficient at the failed bearings have significant effect on the response of MSSS bridges in the longitudinal direction. Considerations should be given to increasing seat lengths and strengthening concrete seat under the bearings to ensure stable behavior following bearing failure. Future research work may consider experimental work to support the analytical conclusions reported here, and further analytical work on development of pushover analysis methodology and nonlinear design spectrum for MSSS bridges. KW - Bridge bearings KW - Case studies KW - Collapse KW - Dissipation KW - Earthquake resistant design KW - Failure KW - Highway bridges KW - New Jersey KW - Nonlinear response KW - Peak ground acceleration KW - Retrofitting KW - Seismicity KW - Soil structure interaction KW - Steel UR - http://www.transportation.njit.edu/nctip/final_report/seismic_retrofitting.pdf UR - http://www.transportation.njit.edu/NCTIP/research/ResRep.asp?status=Completed&projectNo=55&grantNumber=991912 UR - http://ntl.bts.gov/lib/10000/10600/10625/seismic_retrofitting.pdf UR - https://trid.trb.org/view/673381 ER - TY - RPRT AN - 00789791 AU - McCullough, B F AU - Rasmussen, R O AU - Transtec, Incorporated AU - Federal Highway Administration TI - FAST TRACK PAVING: CONCRETE TEMPERATURE CONTROL AND TRAFFIC OPENING CRITERIA FOR BONDED CONCRETE OVERLAYS. VOLUME I: FINAL REPORT PY - 1999/10 SP - 205 p. AB - It has been theorized that early-age behavior caused by temperature and moisture changes can significantly affect the performance of a portland cement concrete pavement (PCCP) or bonded concrete overlay (BCO) over its service life. During the first 72 hours following placement, the strength of PCC is relatively low in comparison to the strength that it will eventually achieve. During this early-age period, critical stresses can develop which may lead to pavement damage and ultimately, a loss of performance. This research focuses on modeling early-age behavior of both concrete pavements and BCOs subjected to stresses from moisture and thermal changes. It includes the development of a two-part, versatile, comprehensive set of guidelines that provide direction in the proper selection of design and construction variables to minimize early-age damage to the PCCP and BCO. The first part of these guidelines is qualitative in nature and is based upon the results of this effort, past experience, and engineering judgment. They are intended to identify design and construction inputs that are most likely to lead to good behavior during the early-age period. The second part of the guidelines is comprised of many complex models that have been developed to predict early-age behavior in jointed plain concrete pavements and BCOs. These models are used to verify good behavior from the selection of inputs made using the qualitative guidelines. These models include a PCC temperature development model which accounts for heat generation from the hydrating paste, solar insulation, surface convection, irradiation, and dynamic specific heat and thermal conductivity values. Several mechanical properties are also modeled including thermal coefficient of expansion, drying shrinkage, creep, strength, and modulus of elasticity (using maturity methods). Finally, restraint to free movement caused by slab-base friction and curling are modeled directly. The end product from this research is a comprehensive software package termed HIgh PERformance PAVing (HIPERPAV). This package, which incorporates the complex models developed, can be used as a stand-alone product to verify the overall effect of specific combinations of design, construction, and environmental inputs on early-age behavior of a PCCP and BCO. This report serves as the final report for this project. KW - Concrete overlays KW - Concrete pavements KW - Construction KW - Construction management KW - Creep KW - Curling KW - Early-age behavior (Pavements) KW - Fast-track paving KW - Friction KW - Guidelines KW - Mathematical models KW - Modulus of elasticity KW - Moisture content KW - Pavement damage KW - Pavement design KW - Shrinkage KW - Software packages KW - Strength of materials KW - Stresses KW - Temperature KW - Thermal expansion UR - http://ntl.bts.gov/lib/16000/16100/16197/PB2000102935.pdf UR - https://trid.trb.org/view/647943 ER - TY - RPRT AN - 00789792 AU - McCullough, B F AU - Rasmussen, R O AU - Transtec, Incorporated AU - Federal Highway Administration TI - FAST TRACK PAVING: CONCRETE TEMPERATURE CONTROL AND TRAFFIC OPENING CRITERIA FOR BONDED CONCRETE OVERLAYS. VOLUME II: HIPERPAV USER'S MANUAL PY - 1999/10 SP - 76 p. AB - It has been theorized that early-age behavior caused by temperature and moisture changes can significantly affect the performance of a portland cement concrete pavement (PCCP) or bonded concrete overlay (BCO) over its service life. During the first 72 hours following placement, the strength of PCC is relatively low in comparison to the strength that it will eventually achieve. During this early-age period, critical stresses can develop that may lead to pavement damage, and ultimately loss of performance. This research focuses on modeling early-age behavior of both concrete pavements and BCOs subjected to stresses from moisture and thermal changes. It includes the development of a two-part, versatile, comprehensive set of guidelines that provide direction in the proper selection of design and construction variables to minimize early-age damage to the PCCP and BCO. The first part of these guidelines is qualitative in nature and is based upon the results of this effort, past experience, and engineering judgment. They are intended to identify design and construction inputs that are most likely to lead to good behavior during the early-age period. The second part of the guidelines is comprised of many complex models that have been developed to predict early-age behavior in jointed plain concrete pavements and BCOs. These models are used to verify good behavior from the selection of inputs made using the qualitative guidelines. These models include a PCC temperature development model that accounts for heat generation from the hydrating paste, solar insulation, surface convection, irradiation, and dynamic specific heat and thermal conductivity values. Several mechanical properties are also modeled including thermal coefficient of expansion, drying shrinkage, creep, strength, and modulus of elasticity (using maturity methods). Finally, restraint to free movement caused by slab-base friction and curling are modeled directly. The end product from this research is a comprehensive software package termed HIgh PERformance PAVing (HIPERPAV). This package, which incorporates the complex models developed, can be used as a stand-alone product to verify the overall effect of specific combinations of design, construction, and environmental inputs on early-age behavior of a PCCP and BCO. This report serves as the users manual for the HIPERPAV software. KW - Computer program documentation KW - Concrete overlays KW - Concrete pavements KW - Construction KW - Construction management KW - Creep KW - Curling KW - Early-age behavior (Pavements) KW - Fast-track paving KW - Friction KW - Guidelines KW - Mathematical models KW - Modulus of elasticity KW - Moisture content KW - Pavement damage KW - Pavement design KW - Shrinkage KW - Software packages KW - Strength of materials KW - Stresses KW - Temperature KW - Thermal expansion UR - http://ntl.bts.gov/lib/16000/16400/16400/PB2000103677.pdf UR - https://trid.trb.org/view/647944 ER - TY - RPRT AN - 00806824 AU - Lee, C E AU - Borchardt, D W AU - Fei, Q AU - University of Texas, Austin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRUCK MONITORING AND WARNING SYSTEMS FOR FREEWAY-TO-FREEWAY CONNECTIONS PY - 1999/10 SP - 28 p. AB - This project focuses on the development and evaluation of a truck monitoring and warning (TM&W) system for detecting high, long, fast trucks at freeway-to-freeway connections and activating displays to warn the truck drivers of potential hazards as their vehicles approach the curved section of an interchange ramp. The basic study was conducted on the elevated left-turn ramp for traffic moving from southbound on the I-610 loop freeway to eastbound on SH 225 (LaPorte Freeway) in Houston, Texas. The TM&W system used three infrared light-beam sensors with a special microcontroller-based signal processor, named TDA3 (Traffic Data Acquisition), to determine the speed, length at 7 ft (2.1 m) above the road surface, and arrival time for every vehicle that blocked the light beams. When selected criteria were met, the TDA system sent a warning message to the driver. Software for data collection and processing was developed, and before-and-after speed-change studies were conducted to determine the effect of applying the TM&W system at the curved, elevated interchange ramp. The results of this research indicate that activating flashing-yellow-light warning displays for only the trucks exceeding the preset criteria caused an average additional 2 mi/h (3.2 km/h) speed reduction beyond normal, before the trucks entered the curved portion of the ramp. Recommendations are made for improving the warning message's impact on drivers and for implementing the TM&W system on a statewide basis. KW - Arrival time KW - Before and after studies KW - Data collection KW - Flashing traffic signals KW - Freeways KW - Houston (Texas) KW - Information processing KW - Infrared detectors KW - Interchanges KW - Length KW - Monitoring KW - Ramps (Interchanges) KW - Signal processing KW - Software KW - Speed KW - Trucks KW - Warning signals KW - Warning systems UR - http://www.utexas.edu/research/ctr/pdf_reports/2915_S.pdf UR - https://trid.trb.org/view/672766 ER - TY - RPRT AN - 00806376 AU - Duos, Craig AU - Eggers, John AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - EVALUATION OF GROUND GRANULATED BLAST FURNACE SLAG IN CONCRETE (GRADE 120) PY - 1999/10 SP - 53 p. AB - This study evaluates Grade 120 Granulated Ground Blast Furnace Slag (GGBFS) and its effect on the properties of hydraulic cement concretes used in structural and pavement construction. Several mix designs, structural and pavement, were used for this evaluation with varying amounts of GGBFS used as a substitution for cement. These substitutions were a percentage by weight substitution. This study looked at the effects of slag on workability, constructability, durability and the compressive strength of the concrete. How GGBFS affected the concrete's set times was also critical in establishing the maximum substitution amount for Louisiana Department of Transportation and Development (LADOTD) concrete structures and pavements. In addition, an informal telephone survey was taken with other state DOTs concerning their use and experience using GGBFS in concrete. This further assisted LADOTD in the development of their own specifications for GGBFS concretes. Test results indicate that concretes with GGBFS substitutions displayed delays in set times and exhibited delays in compressive strengths at an early age, as compared to conventional concrete mixes. However, at later ages the compressive and flexural strengths markedly surpassed those of conventional concrete mixes as the cement content increased. Permeability was greatly reduced in those concretes that incorporated GGBFS as opposed to the conventional mixes. At this time, the use of GGBFS has already been implemented into the specifications of Louisiana concrete mixes. Conclusions from this study are to be incorporated into the specifications of Louisiana concrete mixes. Restrictions are for an allowable substitution of Grade 120 GGBFS up to 50%, and an ambient pouring temperature of 50 deg F and rising. KW - Cement content KW - Compressive strength KW - Concrete KW - Constructability KW - Durability KW - Flexural strength KW - Granulated slag KW - Louisiana KW - Mix design KW - Permeability KW - Setting (Concrete) KW - Specifications KW - Time duration KW - Workability UR - http://ntl.bts.gov/lib/17000/17700/17751/PB2001103691.pdf UR - https://trid.trb.org/view/672652 ER - TY - RPRT AN - 00778831 AU - Smith, K L AU - Pozsgay, M A AU - Evans, L D AU - Romine, A R AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - LTPP PAVEMENT MAINTENANCE MATERIALS: SPS-4 SUPPLEMENTAL JOINT SEAL EXPERIMENT, FINAL REPORT PY - 1999/10 SP - 172 p. AB - The Strategic Highway Research Program (SHRP) Specific Pavement Studies (SPS)-4 preventive maintenance experiment was established to determine the benefits and cost-effectiveness of concrete maintenance activities, such as joint sealing and slab undersealing. Since 1989, several test sites have been constructed throughout the United States for this purpose. A secondary investigation at some of these SPS-4 sites has focused on the long-term effectiveness of various joint seal treatments (i.e., combinations of sealant material and installation method) at preventing the infiltration of water into the pavement structure. Referred to as supplemental joint seal sites, a total of six such sites were constructed adjacent to SPS-4 test sites, and the performance of the various joint seal treatments have been monitored under the Federal Highway Administration (FHWA) Long-Term Monitoring (LTM) of Pavement Maintenance Materials Test Sites project. This report documents the entire SPS-4 supplemental joint seal study, including the installation of 29 unique joint seal treatments, the laboratory testing of experimental sealant materials, and the multi-year performance monitoring of the various joint seal treatments. It also discusses the results of comprehensive statistical analyses conducted on sealant material performance. KW - Concrete pavements KW - Cost effectiveness KW - Field studies KW - Joint sealing KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Pavement maintenance KW - Performance evaluations KW - Sealing compounds KW - Statistical analysis KW - Strategic Highway Research Program KW - Test sections UR - http://ntl.bts.gov/lib/15000/15700/15792/PB2000100914.pdf UR - https://trid.trb.org/view/508708 ER - TY - RPRT AN - 00778832 AU - Wilson, T P AU - Smith, K L AU - Romine, A R AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - LTPP PAVEMENT MAINTENANCE MATERIALS: PCC PARTIAL-DEPTH SPALL REPAIR EXPERIMENT, FINAL REPORT PY - 1999/10 SP - 115 p. AB - The Strategic Highway Research Program (SHRP) H-106 maintenance experiment and the Federal Highway Administration (FHWA) Long-Term Monitoring (LTM) of Pavement Maintenance Materials Test Sites project studied the repair of partial-depth spalls in concrete pavements. The purpose of partial-depth spall repair is to restore a pavement's structural integrity, improve its ride quality, and extend its serviceable life. Highway agencies spend a large amount of time and money annually performing partial-depth spall repairs, both as temporary and permanent fixes. Frequently, the repairs are not made as efficiently as desired or do not perform as long as intended. The primary consequences are added disruption to traffic, more exposure of patching crews to traffic, and additional maintenance expenditures. The purpose of this study, then, was to address the merits and deficiencies of current spall repair materials, designs, and practices. The study evaluated the relative performance of selected patching materials, as well as the effect of selected repair methods. The study also examined repair material properties and tests that correlate well with field performance. This report documents the entire portland cement concrete (PCC) partial-depth spall repair study, including the installation of 30 unique repair types (i.e., combinations of patching material and patching method) at 4 different test sites, the laboratory testing of experimental repair materials, and the 7-year performance monitoring of the various partial-depth repairs. It also discusses the results of comprehensive statistical analyses conducted on material performance and laboratory testing data. The results of a detailed cost-effectiveness analysis are also presented. KW - Bituminous materials KW - Concrete KW - Concrete pavements KW - Cost effectiveness KW - Field studies KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Patching KW - Pavement maintenance KW - Performance evaluations KW - Repairing KW - Spalling KW - Statistical analysis KW - Strategic Highway Research Program UR - http://ntl.bts.gov/lib/15000/15700/15793/PB2000100915.pdf UR - http://ntl.bts.gov/lib/46000/46500/46550/FHWA-RD-99-153.pdf UR - https://trid.trb.org/view/508709 ER - TY - RPRT AN - 00796950 AU - Miller, R A AU - Weisgerber, F E AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE CAUSE OF CRACKING IN BRIDGE #MEG-124-6.78 PY - 1999/10 SP - 69 p. AB - Bridge MEG 124-6.78 was a single span, composite, adjacent, prestressed box girder bridge with a 45 deg right forward skew. After being in service about 1 year, the three edge beams on one side of the bridge showed extensive bottom flange cracking. Diagonal and vertical cracks were visible on the sides of the fascia beam. Beam specimens were removed from the bridge for destructive testing. The destructive testing showed that the diagonal cracks occurred as soon as the first flexural cracks began to appear. As load increased, the diagonal cracks grew larger, but the beams held over 445 kN (100 kips) total. It was found that the cause of failure was construction error. These skewed boxes were detailed to have all the strand debonded from the end of the beam to the obtuse corner. The end of the beam has conventional reinforcing. This creates a straight (non-skewed) beam with a reinforced concrete triangle on the end. Unfortunately, the contractor debonded the strands past the obtuse corner to end of the mild steel, essentially creating an unreinforced section. This section failed under load, causing the diagonal cracks. The bridge was rebuilt and tested. It was found to behave as a single unit and there was reasonable distribution of loads between the beams. The flexural stresses in the girder were very low. No diagonal cracking was observed. The testing confirmed that, properly constructed, the bridge was adequate. Finally, finite element models of the bridge were constructed. The first model duplicated the "as built" condition of the original. This model confirmed the crack patterns shown in the actual test - diagonal cracking at the end of the girders. A second model was of the "as built" for the new bridge structure. The model confirmed that, properly constructed, the girders will not have diagonal cracking at the end. The last model was a combination of the first two. In this model, half the prestressing strands were debonded to the termination point of the mild steel. This model showed normal flexural cracking at the midspan, but also showed cracking at the ends. KW - Beams KW - Box girder bridges KW - Construction KW - Cracking KW - Debonding KW - Destructive testing KW - Errors KW - Finite element method KW - Flanges KW - Prestressing strands KW - Testing UR - http://ntl.bts.gov/lib/16000/16100/16190/PB2000102907.pdf UR - https://trid.trb.org/view/654689 ER - TY - RPRT AN - 00796883 AU - Mahmassani, H S AU - Haas, C AU - Peterman, J AU - Zhou, S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF INCIDENT DETECTION METHODOLOGIES PY - 1999/10 SP - 18 p. AB - The detection of freeway incidents is an essential element of an area's traffic management system. Incidents need to be detected and handled as promptly as possible in order to minimize traffic delays. Various algorithms and detection technologies are examined to determine which combinations offer optimized detection performance. This study represents an effort to compile, compare, and rank available incident detection strategies. Based on an extensive literature review, as well as on interviews with traffic management personnel, the California algorithm No. 8, McMaster algorithm, Minnesota (DELOS), and Texas algorithms were selected for testing. The performance of these algorithms was assessed using extensive incident and traffic data from San Antonio, Texas. For training purposes, the data were separated into subsets for calibration and testing. During calibration, algorithm parameters were optimized via a Monte Carlo estimation process. Trained algorithms were then tested and evaluated according to traffic data aggregation (smoothing) and incident type. Results verify the validity of the calibration process, though algorithm performance varied slightly between calibration and testing phases. Each algorithm performed differently under different situations. Based on this perception, a holistic data (algorithm) fusion and information fusion model was developed to exploit the advantages of different algorithms and incident detection resources. The fusion approaches were explored, and fusion results on the calibration data set were analyzed. Finally, recommendations were proposed and future work was identified. KW - Algorithms KW - Calibration KW - Data fusion KW - Freeways KW - Future KW - Incident detection KW - Monte Carlo method KW - Optimization KW - Performance KW - Research KW - San Antonio (Texas) KW - Technology KW - Traffic control UR - http://www.utexas.edu/research/ctr/pdf_reports/1795_1.pdf UR - https://trid.trb.org/view/654645 ER - TY - RPRT AN - 00795229 AU - Aktan, A E AU - Helmicki, A J AU - Hunt, V J AU - Levi, A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - INSTRUMENTATION, TESTING, AND MONITORING OF A NEWLY CONSTRUCTED REINFORCED CONCRETE DECK-ON-STEEL GIRDER BRIDGE - PHASES I AND II PY - 1999/10 SP - 330 p. AB - The research project aimed at exploring, in two phases, the issues and advancement of the state-of-knowledge in instrumented monitoring of bridges. The first phase necessitated a rigorous investigation of commercially available hardware for bridge monitoring in terms of cost, laboratory verification, field accuracy, and useful lifetime. In the second phase, the initial design of a monitoring system for a typical three-span steel-stringer bridge was followed by the installation of the scaffolding and wireway framework, 54 selected high-speed and long-term transducers on steel girders, a weather station, and a computer-controlled data acquisition and processing station on a recently constructed bridge in Cincinnati (#HAM-42-0992). One of the approaches in nondestructive bridge testing is the use of diagnostic load testing and instrumented health monitoring. Such techniques can provide quantitative, comprehensive, and damage sensitive information about the bridge. Instrumentation that is placed on the structure is composed of static (strain gages, displacement gages, tiltmeters, thermocouples, pressure transducers) and dynamic sensors (accelerometers, velocity transducers). The test duration can vary from a couple of seconds (crawl-speed truck loading, traffic monitoring), to years of continuous monitoring. The loading can be a simple known pattern of loaded trucks, environmental loading (e.g., wind, temperature), traffic, earthquake, etc. Using this technique with extensive instrumentation, it is possible to measure all the critical aspects of bridge response and calibrate comprehensive finite-element analytical models that accurately simulate the global behavior as well as the localized forces and distortions of a test bridge. This project also allowed the authors to explore a number of less known mechanisms related to the actual behavior and performance of steel stringer bridges (e.g., integral abutments). KW - Bridge decks KW - Calibration KW - Diagnostic tests KW - Finite element method KW - Girder bridges KW - Instrumentation KW - Integral abutments KW - Load tests KW - Mathematical models KW - Monitoring KW - Nondestructive tests KW - Reinforced concrete KW - Sensors KW - Static and dynamic tests KW - Steel KW - Stringers KW - Structural behavior UR - https://trid.trb.org/view/654074 ER - TY - RPRT AN - 00791624 AU - BRADSHAW, C AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ORIGIN AND DESTINATION STUDIES LITERATURE SEARCH RESULTS PY - 1999/10 SP - 40 p. AB - This report summarizes the findings of a literature search conducted in support of a Washington State Department of Transportation effort to plan an origin and destination study in the Interstate 5 corridor. The objective was to support the study project team by providing information useful in determining the appropriate scope, budget, and design of a survey that will most efficiently and effectively meet the project's objectives. The report documents findings relevant to surveys of passenger automobiles that make intercity highway trips. It does not address surveys of freight traffic or the use of urban roadway networks. KW - Automobile travel KW - Intercity travel KW - Interstate highways KW - Literature reviews KW - Origin and destination KW - Transportation corridors KW - Travel surveys KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/478.1.pdf UR - http://ntl.bts.gov/lib/15000/15800/15879/PB2000101396.pdf UR - https://trid.trb.org/view/648579 ER - TY - RPRT AN - 00791549 AU - Olivera, F AU - Maidment, D AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - SYSTEM OF GIS-BASED HYDROLOGIC AND HYDRAULIC APPLICATIONS FOR HIGHWAY ENGINEERING: SUMMARY REPORT PY - 1999/10 SP - 28 p. AB - A significant part of the cost of most highway projects is attributable to drainage facilities, such as bridges, highway culverts, storm drains, and water quality and quantity control structures. Design of these facilities involves a hydrologic analysis to determine the design discharge, and a hydraulic analysis of the conveyance capacity of the facility. Although most hydrologic and hydraulic calculation procedures are available in computer programs, the use of which has significantly reduced the mathematical effort involved, a substantial effort is still necessary to establish and manipulate the data required for input into those programs. In this research project, a geographic information system (GIS) for assisting in the design of highway drainage facilities has been developed. This GIS reduces the analysis time and improves the analysis accuracy by integrating digital spatial data describing the watershed with standard hydrologic and hydraulic computer packages. The focus has been on two main topics: (1) determining flood peak discharges and hydrographs, and (2) floodplain mapping. KW - Design KW - Drainage structures KW - Flood hydrographs KW - Flood plains KW - Floods KW - Geographic information systems KW - Hydraulics KW - Hydrology KW - Mapping KW - Peak discharge KW - Software packages KW - Spatial analysis UR - http://www.utexas.edu/research/ctr/pdf_reports/1738_S.pdf UR - https://trid.trb.org/view/648545 ER - TY - SER AN - 00789178 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - THE DIMENSIONS OF CRASH RISK: COMBINATION-UNIT VS. SINGLE-UNIT TRUCKS VS. OTHER VEHICLES PY - 1999/10 SP - 4 p. AB - This analysis brief explores differences and similarities among the national crash experience of combination-unit trucks (CUTs), single-unit trucks (SUTs), and "all vehicles" (principally cars and light truck/vans). These CUT vs. SUT vs. all vehicle comparisons are derived from a more comprehensive analysis of the 1989-93 U.S. crash experience of different motor vehicle types. Focusing on a comparison of the national crash experience of CUTs, SUTs, and "all vehicles", this brief assesses the U.S. motor vehicle crash problem from the perspective of different problem size referents for all crashes combined. KW - Automobiles KW - Crash risk forecasting KW - Light trucks KW - Motor vehicles KW - Tractor trailer combinations KW - Traffic crashes KW - Trucks KW - Vans UR - http://ntl.bts.gov/lib/10000/10000/10083/ab00-001.pdf UR - https://trid.trb.org/view/650806 ER - TY - RPRT AN - 00789888 AU - Vogt, A AU - Pragmatics, Incorporated AU - Federal Highway Administration TI - CRASH MODELS FOR RURAL INTERSECTIONS: FOUR-LANE BY TWO-LANE STOP-CONTROLLED AND TWO-LANE BY TWO-LANE SIGNALIZED PY - 1999/10 SP - 182 p. AB - This report describes the collection, analysis, and modeling of crash and roadway data for intersections on rural roads in California and Michigan for the years 1993-1995. Three classes of intersections are considered: (1) three-legged intersections with major road four-lane and minor leg two-lane stop-controlled, (2) four-legged intersections with major road four-lane and minor legs two-lane stop-controlled, and (3) signalized intersections with both major and minor roads two-lane. Data were acquired from the Highway Safety Information System, State and Federal photologs, and field work at all intersections. The field work included morning and evening traffic counts by movement and vehicle type as well as alignment measurements out to 800 ft (244 m) along the major road. The final data sets consist of 84 three-legged intersections, 72 four-legged intersections, and 49 signalized intersections. Other variables collected include Roadside Hazard Rating, number of driveways, channelization, intersection angles, and speed limits. Negative binomial models -- variants of Poisson models that allow for overdispersion -- are developed for each of the three data sets. Significant variables include major and minor road traffic, peak major and minor road left-turning percentage, number of driveways, channelization, median widths, vertical alignment, and, in the case of the signalized intersections, the presence or absence of protected left-turn phases and peak truck percentage. Models are developed for all crashes within 250 ft (76 m) of the intersection center, for intersection-related crashes within 250 ft (76 m), and for injury crashes. For injury crashes, intersection angle and minor road posted speed are significant. Models of crashes at signalized intersections by approach flows are also investigated, and other model forms are proposed for future consideration. KW - Alignment KW - California KW - Channelized intersections KW - Crash data KW - Data collection KW - Driveways KW - Exclusive phasing KW - Four lane highways KW - Four leg intersections KW - Injuries KW - Intersection angle KW - Left turns KW - Mathematical models KW - Medians KW - Michigan KW - Negative binomial regression KW - Roadside hazards KW - Rural areas KW - Signalized intersections KW - Speed limits KW - Stop signs KW - Three leg intersections KW - Traffic counts KW - Trucks KW - Two lane highways KW - Width UR - http://www.fhwa.dot.gov/publications/research/safety/99128/ UR - http://www.fhwa.dot.gov/publications/research/safety/99128/99128.pdf UR - http://ntl.bts.gov/lib/16000/16000/16052/PB2000102367.pdf UR - http://ntl.bts.gov/lib/9000/9600/9663/99128.pdf UR - https://trid.trb.org/view/648036 ER - TY - RPRT AN - 00789866 AU - Saadeghvaziri, M A AU - Yazdani-Motlagh, A AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - SEISMIC RETROFITTING AND DESIGN OF HIGHWAY BRIDGES IN NEW JERSEY PY - 1999/10 SP - 142 p. AB - This report presents the results of the second phase of a comprehensive analytical study on the seismic response of highway bridges in New Jersey. Most bridges in New Jersey are multi-span simply supported (MSSS) where due to impact at the joints the seismic response is highly nonlinear. Therefore, detailed seismic analysis of essential bridges should employ nonlinear computer models that consider the important behavioral characteristics. Among these are: behavior of steel bearings, impact between adjacent spans and between the end-span and the abutment, soil-structure interaction, frictional characteristics following bearing failure, plastic hinges and/or shear failure at the columns, and combined effect of horizontal and transverse ground motion excitations. In light of these, the overall objective of this phase of the study was to evaluate the nonlinear seismic response of actual bridges with emphasis on soil-structure interaction and three-dimensional effect of ground motion. Furthermore, capacity/demand ratios for various components were determined based on the Federal Highway Administration's seismic retrofitting manual for highway bridges. The results indicate that even under low intensity earthquakes high impact forces will be generated within an MSSS bridge. As a result the steel bearings, which are employed in most bridges in New Jersey, will most likely fail. However, if the failure is followed by stable Coulomb-Friction at the interface of the steel bearing and the steel girder or the interface of the bearing and concrete seat, it is not expected that the bridge will collapse. Actually, due to energy dissipation capacity of this mode of failure the response of the bridge will be constrained. Thus, the bridges investigated under this study can survive an earthquake with peak ground acceleration (PGA) of 0.18 g, which is the maximum seismic coefficient for New Jersey based on AASHTO's Seismic Specifications. For a ground motion with PGA of 0.4 g, the bridges considered will sustain shear failure of columns in addition to bearing failure. This in turn can cause collapse of the bridge. Soil-structure interaction and frictional coefficient at the failed bearings have significant effect on the response of MSSS bridges in the longitudinal direction. Considerations should be given to increasing seat lengths and strengthening concrete seat under the bearings to ensure stable behavior following bearing failure. Future research work may consider experimental work to support the analytical conclusions reported here, and further analytical work on development of pushover analysis methodology and nonlinear design spectrum for MSSS bridges. KW - Bridge bearings KW - Collapse KW - Dissipation KW - Earthquake resistant design KW - Failure analysis KW - Future KW - Highway bridges KW - New Jersey KW - Nonlinear systems KW - Peak ground acceleration KW - Research KW - Retrofitting KW - Seismicity KW - Soil structure interaction KW - Structural mechanics UR - http://ntl.bts.gov/lib/16000/16100/16152/PB2000102808.pdf UR - https://trid.trb.org/view/648016 ER - TY - RPRT AN - 00789844 AU - Yu, S L AU - Langan, T E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CONTROLLING HIGHWAY RUNOFF POLLUTION IN DRINKING WATER SUPPLY RESERVOIR WATERSHEDS PY - 1999/10 SP - 39 p. AB - This study evaluated the effectiveness of an innovative stormwater best management practice in treating highway runoff and protecting the integrity of the drinking water reservoir in Warrenton, Virginia. The research focused on the use of a biodetention pond, which combines the concepts of detention ponds and bioretention in an attempt to provide higher overall pollutant removal. Storm event and background concentrations were all within or below the expected range for highway runoff pollutants and below Virginia's ambient maximum contamination levels for drinking water. The majority of the pollutant removal efficiencies were below values reported in the literature for well-designed wet/dry detention ponds and bioretention areas. Concentration comparisons for one storm event indicated serious problems with sediment re-suspension or short-circuiting in the biodetention facility. Design recommendations are made to potentially improve pollutant removal in the biodetention facility, and design guidelines are offered for future biodetention pond construction. In spite of pond short-circuiting and re-suspension, the study concludes that the biodetention pond adequately protects the integrity of the Warrenton Reservoir and is an innovative alternative for treating stormwater runoff. KW - Best practices KW - Bioretention KW - Contaminants KW - Design KW - Detention basins KW - Drinking water KW - Guidelines KW - Innovation KW - Pollution control KW - Reservoirs KW - Runoff KW - Storm water management KW - Suspended sediments KW - Warrenton (Virginia) KW - Water pollution KW - Watersheds UR - http://ntl.bts.gov/lib/15000/15800/15803/PB2000101043.pdf UR - http://ntl.bts.gov/lib/9000/9800/9854/00-r7.pdf UR - https://trid.trb.org/view/647994 ER - TY - RPRT AN - 00789845 AU - Smith, B L AU - Sielken, R S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - SURVIVABILITY OF INTELLIGENT TRANSPORTATION SYSTEMS PY - 1999/10 SP - 20 p. AB - Intelligent Transportation Systems (ITS) are being deployed around the world to improve the safety and efficiency of surface transportation through the application of advanced information technology. The introduction of ITS exposes the transportation system to new vulnerabilities, such as cyber attack. In order to ensure that ITS fulfills its potential, it is imperative that those implementing such systems design and operate them to survive cyber attacks and other information technology-related threats. Information system survivability is defined as the capability of a system to fulfill its mission in a timely manner in the presence of attacks, failures, or accidents. While total survivability may not be achievable, it can be greatly increased with conscientious efforts. This study reviewed previous survivability research on ITS and information systems, examined the National ITS Architecture for survivability issues, and performed case studies of a number of regional ITS systems. Results from these sources were synthesized into the final recommendations contained in this report. These recommendations include: (a) Requirements: Resistance, Recognition, Recovery, and Adaptation. Virginia Department of Transportation should include requirements in the categories of resistance, recognition, recovery, and adaptation in all future system requests for proposals (RFPs); (b) Survivability Program. Each ITS system should have a survivability program that includes both technical and nontechnical elements; and (c) Best Practices. In addition to proper requirements and a survivability program, the best practices developed for general information technology applications should be used. Best practices include security (physical and system), design/requirements, redundancy, system configuration, and the principle of least privilege. KW - Best practices KW - Case studies KW - Cyber attacks KW - Disaster preparedness KW - Information technology KW - Intelligent transportation systems KW - National ITS Architecture KW - Prevention KW - Protection KW - Recommendations KW - Security KW - Threats UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r9.pdf UR - http://ntl.bts.gov/lib/15000/15700/15725/PB2000100401.pdf UR - https://trid.trb.org/view/647995 ER - TY - RPRT AN - 00789846 AU - Misch, P C AU - Barton, F W AU - Gomez, J P AU - Massarelli, P J AU - McKeel, W T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL AND ANALYTICAL EVALUATION OF AN ALUMINUM DECK BRIDGE PY - 1999/10 SP - 24 p. AB - In response to a growing number of deteriorated and obsolete highway bridge decks, the Reynolds Metals Company has developed a multi-voided aluminum bridge deck system. The Virginia Department of Transportation (VDOT) agreed to implement the new aluminum deck system in a demonstration project. The Reynolds deck was employed to rehabilitate a functionally obsolete Route 58 highway bridge that spanned the Little Buffalo Creek near Clarksville, Virginia. Because the VDOT considered the project as experimental, the Virginia Transportation Research Council (VTRC) implemented a study to evaluate the structural performance and serviceability of the Reynolds system. This study involved both experimental and analytical evaluations of the rehabilitated Route 58 bridge. The VTRC performed two field tests to evaluate the bridge response. Instrumentation, consisting of various gages and transducers, measured deck and girder displacements, strains, and accelerations during controlled static and dynamic vehicular load tests. Analytical evaluations were performed with the commercial, general-purpose finite element code ABAQUS. Three-dimensional finite element models were developed to predict the overall structural response of the Route 58 bridge. Model accuracy was verified by using response data acquired from field testing. Girder displacements, uniaxial deck strains, longitudinal normal girder strains, and natural frequencies of vibration were predicted with reasonable accuracy. The validated finite element models of the structure were utilized to perform evaluations of the aluminum deck and steel girder response, composite action, natural frequencies of vibration, and mode shapes. Results from this study clearly demonstrate that aluminum bridge decks are a feasible alternative to reinforced concrete decks from the standpoint of strength and serviceability. KW - ABAQUS (Computer program) KW - Accuracy KW - Aluminum KW - Bridge decks KW - Demonstration projects KW - Dynamic tests KW - Field tests KW - Finite element method KW - Highway bridges KW - Load tests KW - Rehabilitation (Maintenance) KW - Reynolds Metals Company KW - Static tests KW - Structural analysis KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r10.pdf UR - http://ntl.bts.gov/lib/15000/15700/15752/PB2000100615.pdf UR - https://trid.trb.org/view/647996 ER - TY - RPRT AN - 00789823 AU - Okpala, D AU - Schmiedlin, R AU - Shober, S AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - FINE TOOTH MILLING TREATMENT OF RUTTED ASPHALTIC CONCRETE PAVEMENTS PY - 1999/10 SP - 14 p. AB - The portland cement concrete (PCC) pavement on Interstate I-94 between the Minnesota State Line and Osseo, Wisconsin was resurfaced with asphaltic concrete (AC) between 1983 and 1990. The section completed between 1983 and 1986 showed early signs of distress with rutting in the driving lane wheel paths. As a result, a milling technique for rut removal was used to rehabilitate this stretch of highway. The intended benefits were to improve the ride and texture of the surface and enhance safety by removing areas of potential water ponding. Different milling techniques were evaluated to identify the most effective method of achieving the desired results. Fine tooth milling was finally selected as the best available milling method for this stretch of highway. Rut, noise and ride or International Roughness Index (IRI) were measured and analyzed, while the Pavement Distress Index (PDI) values were extracted from Wisconsin Department of Transportation (WisDOT) historical data. Measured rut values on the milled surfaces indicated minor rutting up to the third year after milling. The rutting progressively deteriorated up to the sixth year when the highway was fine tooth milled a second time. PDI slightly decreased after milling, but in less than one year became similar to the results obtained prior to milling. As a result, the district responsible for this stretch of highway recommended that subsequent fine tooth milling include adequate crack treatment. Ride as measured by IRI did not show any significant differences between pre- and post-rut milling. Noise measurements indicated that the fine tooth milling does not affect significantly the interior and exterior average noise levels. The noise measuring equipment used, however, may not have isolated the discrete tone referred to as "whine" which is objectionable to auditory senses. Hence, the noise measurement results may be inconclusive. Cost analysis, based on WisDOT bid tabulations, and using the equivalent uniform annual cost method showed that resurfacing would cost about fourteen times more than milling without crack treatment and ten times more with crack treatment. Available results, therefore indicate that fine tooth milling is a viable rehabilitation technique for PCC pavements with AC overlay which has experienced premature rutting. It is a recommended treatment for use on this type of pavement when the desired service life is six years or less, however, caution and judgement should be exercised on using this technique on older, more "brittle" pavements. KW - Asphalt concrete KW - Concrete pavements KW - Costs KW - Crack treatment KW - International Roughness Index KW - Interstate highways KW - Milling KW - Noise KW - Pavement distress KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Rutting KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-13-99milling.pdf UR - https://trid.trb.org/view/647974 ER - TY - RPRT AN - 00789807 AU - Salgado, R AU - Lee, Jong Jae AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - PILE DESIGNS BASED ON CONE PENETRATION TEST RESULTS PY - 1999/10 SP - 262 p. AB - The bearing capacity of piles consists of both base resistance and side resistance. The side resistance of piles is in most bases fully mobilized well before the maximum base resistance is reached. As the side resistance is mobilized early in the loading process, the determination of pile base resistance is a key element of pile design. Static cone penetration is well related to the pile loading process, since it is performed quasi-statically and resembles a scaled-down pile load test. In order to take advantage of the cone penetration test for pile design, load-settlement curves of axially loaded piles bearing in sand were developed in terms of normalized base resistance versus relative settlement. Although the limit state design concept for pile design has been used mostly with respect to either 5% or 10% relative settlement, the normalized load-settlement curves obtained in this study allow determination of pile base resistance at any relative settlement level within the 0-20% range. The normalized base resistance for both non-displacement and displacement piles were addressed. In order to obtain the pile base load-settlement relationship, a 3-D nonlinear elastic-plastic constitutive model was used in finite element analyses. The 3-D nonlinear elastic-plastic constitutive model takes advantage of the intrinsic and state soil variables that can be uniquely determined for a given soil type and condition. A series of calibration chamber tests were modeled and analyzed using the finite element approach with the 3-D nonlinear elastic-plastic stress-strain model. The predicted load-settlement curves showed good agreement with measured load-settlement curves. Calibration chamber size effects were also investigated for different relative densities and boundary conditions using the finite element analysis. The value of the normalized base resistance was not a constant, varying as a function of the relative density, the confining stress, and the coefficient of lateral earth pressure at rest. The effect of relative density on the normalized base resistance was most significant, while that of the confining stress at the pile base level was small. At higher relative densities, the normalized base resistance was smaller (0.12-0.13 for 90% relative density) than at lower relative densities (0.19-0.2 for 30% relative density). The values of the normalized base resistance for displacement piles are higher than those for non-displacement piles, being typically in the 0.15-0.25 range for 5% relative settlement and in the 0.22-0.35 range for 10% relative settlement. The values of the normalized base resistance for silty sands are in the 0.12-0.17 range, depending on the relative density and the confining stress at the pile base level. The confining stress is another important factor that influences the value of the normalized base resistance for silty sands. For lower relative density, the value of the normalized base resistance decreases as the pile length increases while that for higher relative density increases. KW - Bearing capacity KW - Calibration KW - Cone penetrometers KW - Confining stress KW - Density KW - Design KW - Earth pressure KW - Elastic plastic analysis KW - Finite element method KW - Loads KW - Nonlinear systems KW - Normalized base resistance KW - Piles (Supports) KW - Sand KW - Settlement (Structures) KW - Silty sands UR - http://ntl.bts.gov/lib/15000/15700/15760/PB2000100695.pdf UR - https://trid.trb.org/view/647959 ER - TY - RPRT AN - 00784622 AU - Kwan, B W AU - Tung, L J AU - Zheng, J P AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - TECHNOLOGY AND STANDARDS RESEARCH FOR THE STATE TRAFFIC ENGINEERING RESEARCH LABORATORY - EXECUTIVE SUMMARY PY - 1999/10 SP - 12 p. AB - The Traffic Engineering Research Laboratory (TERL) exists as a joint research facility between the Florida Department of Transportation and the Florida Agricultural and Mechanical University-Florida State University College of Engineering. The main objective is to conduct, support and nurture applied research, standards and specifications development along with providing help with the evaluation and testing of Intelligent Transportation Systems (ITS) and traffic engineering technologies. The TERL provides facilities and staff accessible to the federal and other state transportation agencies for characterization, testing, and evaluation of ITS equipment and subcomponents. These transportation agencies have open access to a traffic engineering database maintained by the TERL. This executive summary of the final report on this research project is organized as follows: (1) background, (2) mission statement, (3) research plan, (4) operation, (5) research tasks, (6) near-term research work, (7) long-term research work, and (8) work accomplished. KW - Databases KW - Intelligent transportation systems KW - Research KW - Research and educational facilities KW - Specifications KW - Standards KW - Technological innovations KW - Testing KW - Traffic engineering UR - http://ntl.bts.gov/lib/16000/16100/16157/PB2000102814.pdf UR - https://trid.trb.org/view/637055 ER - TY - RPRT AN - 00783666 AU - Federal Highway Administration AU - Federal Transit Administration TI - METROPOLITAN TRANSPORTATION MANAGEMENT CENTER CONCEPTS OF OPERATION: IMPROVING TRANSPORTATION NETWORK EFFICIENCY. A CROSS-CUTTING STUDY PY - 1999/10 SP - 39 p. AB - This document is one in a series of products designed to help provide Intelligent Transportation systems (ITS) solutions that meet local and regional transportation needs. The document provides information on operations at various transportation management centers (TMCs) within the United States and Canada. While a primary focus of each of these centers is freeway management, several are also responsible for traffic signal system operation and various aspects of transit system management. The majority of the study addresses the centers' freeway management activity. The study team, in its in-depth review of these centers began with a review of existing published TMC operations material and a current listing of major U.S. freeway management centers. The following eight centers were chosen for detailed investigation and documentation, representing a broad range in their systems' size, age, purpose, and technical approach: Detroit, Michigan, Intelligent Transportation Systems Center; Milwaukee, Wisconsin, MONITOR; Long Island, New York, INFORM; Boston, Massachussetts, Integrated Project Control System; Houston, Texas, TranStar; Phoenix, Arizona, TrailMaster; Atlanta, Georgia, NaviGAtor; and Toronto, Ontario, COMPASS. The data the study team gathered thoughout its efforts are consolidated in this document. The document is divided into 7 sections, as follows: Background; TMC Summary Descriptions; Successful Practices; Lessons Learned; Issues; Future Directions; and Conclusions. KW - Atlanta (Georgia) KW - Best practices KW - Boston (Massachusetts) KW - Detroit (Michigan) KW - Freeway management systems KW - Freeways KW - Houston (Texas) KW - Intelligent transportation systems KW - Long Island (New York) KW - Management KW - Metropolitan areas KW - Milwaukee (Wisconsin) KW - Phoenix (Arizona) KW - Public transit KW - Regional planning KW - Toronto (Canada) KW - Traffic control KW - Traffic control centers KW - Traffic signals KW - Transportation operations KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16200/16205/PB2000102997.pdf UR - http://ntl.bts.gov/lib/16000/16700/16754/PB2000104653.pdf UR - https://trid.trb.org/view/636806 ER - TY - RPRT AN - 00784544 AU - Hunter, W W AU - Stewart, J R AU - Stutts, J C AU - Huang, H H AU - Pein, W E AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - BICYCLE LANES VERSUS WIDE CURB LANES: OPERATIONAL AND SAFETY FINDINGS AND COUNTERMEASURE RECOMMENDATIONS PY - 1999/10 SP - 31 p. AB - This report presents operational and safety findings and countermeasure recommendations from a comparative analysis of bicycle lanes (BLs) versus wide curb lanes (WCLs). The primary analysis was based on videotapes of almost 4,600 bicyclists in Santa Barbara, California, Gainesville, Florida, and Austin, Texas. The videotapes were coded to evaluate operational characteristics and conflicts with motorists, other bicyclists, or pedestrians. Significant differences in operational behavior and conflicts were found between BLs and WCLs, but varied depending on the behavior being analyzed. Wrong-way riding and sidewalk riding were much more prevalent at WCL sites compared with BL sites. Significantly more motor vehicles passing bicycles on the left encroached into the adjacent traffic lane from WCL situations compared with BL situations. Proportionally more bicyclists obeyed stop signs at BL sites; however, when a stop sign was disobeyed, the proportion of bicyclists with both "somewhat unsafe" and "definitely unsafe" movements was higher at BL sites. The vast majority of observed bicycle-motor vehicle conflicts were minor, and there were no differences in the conflict severity by type of bicycle facility. Bicyclists in WCLs experienced more bike/pedestrian conflicts while bicyclists in BLs experienced more bike/bike conflicts. An initial model fitted to the intersection conflicts showed no differences in the conflict rate by type of bicycle facility, but showed higher conflict rates for left turn movements. The overall conclusion is that both BL and WCL facilities can and should be used to improve riding conditions for bicyclists. The identified differences in operations and conflicts appeared to be related to the specific destination patterns of bicyclists riding through the intersection areas studied and not to the characteristics of the bicycle facilities. KW - Austin (Texas) KW - Behavior KW - Bicycle lanes KW - Bicycle maneuvers KW - Bicycle operations KW - Comparative analysis KW - Countermeasures KW - Cyclists KW - Gainesville (Florida) KW - Intersections KW - Left turns KW - Recommendations KW - Santa Barbara (California) KW - Traffic conflicts KW - Traffic safety KW - Videotapes KW - Wide curb lanes UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/99035/99035.pdf UR - http://ntl.bts.gov/lib/15000/15800/15895/PB2000101612.pdf UR - http://ntl.bts.gov/lib/8000/8800/8803/99035.pdf UR - https://trid.trb.org/view/636996 ER - TY - RPRT AN - 00784546 AU - Powers, Rodney G AU - Sagues, Alberto A AU - Cerlanek, W D AU - Kasper, C A AU - Li, Li AU - Florida Department of Transportation AU - Federal Highway Administration TI - TIME TO CORROSION OF REINFORCING STEEL IN CONCRETE CONTAINING CALCIUM NITRITE PY - 1999/10 SP - 46 p. AB - In 1996, the Florida Department of Transportation received 18 slabs from the Federal Highway Administration. These slabs were cast in 1980 using predetermined amounts of calcium nitrite in chloride-contaminated reinforced concrete. These specimens were compared to reinforced slabs with no admixed calcium nitrite. The upper and lower steel mats were connected and remained connected until 1996. Various tests were conducted on these slabs until June 1987, after which all testing terminated and the slabs remained outdoors. In 1996, the upper and lower reinforcing mats were disconnected. Prior to commencement of testing, the slabs were conditioned with water daily for two weeks. At the conclusion of all nondestructive testing, the slabs were autopsied to assess the condition of the reinforcing steel. The findings of this study seem to indicate that calcium nitrite is effective in slowing the onset of corrosion in chloride-contaminated reinforced concrete as long as the ratio of chloride to nitrite does not exceed 0.9. KW - Calcium nitrite KW - Chlorides KW - Corrosion resistance KW - Reinforced concrete KW - Reinforcing steel KW - Slabs KW - Testing UR - http://ntl.bts.gov/lib/16000/16000/16048/PB2000102363.pdf UR - https://trid.trb.org/view/636998 ER - TY - RPRT AN - 00783604 AU - Federal Highway Administration AU - Federal Transit Administration TI - LONG ISLAND INFORM: IDENTIFYING INCIDENTS AND INFORMING TRAVELERS. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of Long Island's INFORM transportation management center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the INFORM transportation management center. The traffic management system was designed in the late 1970s and built in the early 1980s, containing variable message signs, ramp meters, traffic signals, and loop detectors, but no closed-circuit television. System operations went to 24 hours a day, 7 days a week in 1987. Communications occurred over coaxial cable. The control center was located in the State office building in Hauppage. The objectives of the system are to: identify traffic congestion and incidents or situations likely to cause congestion; and provide information to motorists and incident management resources to minimize the duration and impact of incidents. KW - Best practices KW - Case studies KW - Incident detection KW - Incident management KW - Interviewing KW - Long Island (New York) KW - Loop detectors KW - Management KW - Operations KW - Ramp metering KW - Traffic congestion KW - Traffic control centers KW - Traffic signals KW - Traveler information and communication systems KW - Variable message signs UR - http://ntl.bts.gov/lib/16000/16700/16750/PB2000104649.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/10963.pdf UR - https://trid.trb.org/view/636775 ER - TY - RPRT AN - 00783606 AU - Federal Highway Administration AU - Federal Transit Administration TI - COMPASS: EFFECTIVELY MANAGING TRAFFIC AND INCIDENTS. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of the Downsview, Ontario transportation management center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the Downsview transportation management center. COMPASS is the transportation management program of the greater Ontario area which contains three transportation management centers, each responsible for a separate segment of highway. This study focuses on the transportation management center in the Downsview section of North York, Ontario. The initial objective of the Downsview system was to balance traffic between express and collector lanes on Highway 401. Incident detection and incident management were added to the design. KW - Best practices KW - Case studies KW - Highways KW - Incident detection KW - Incident management KW - Interviewing KW - Management KW - Ontario (Province) KW - Operations KW - Traffic control KW - Traffic control centers UR - http://ntl.bts.gov/lib/16000/16700/16752/PB2000104651.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/10944.pdf UR - https://trid.trb.org/view/636777 ER - TY - RPRT AN - 00783605 AU - Federal Highway Administration AU - Federal Transit Administration TI - HOUSTON TRANSTAR: MAXIMIZING SAFETY AND MOBILITY FOR THE PUBLIC. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of Houston's TranStar transportation management center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the TranStar transportation management center. Houston's TranStar us a multiagency transportation management center providing traffic management, traveler information, and emergency management for the greater Houston area and Galveston. The mission of Houston TranStar is to maximize safety and mobility for the public. The objectives include the following: manage emergency response; promote emergency management awareness and public safety; promote the benefits of Houston TranStar; increase efficiency and improve productivity; and increase mobility, manage congestion, and enhance safety. KW - Best practices KW - Case studies KW - Emergency medical services KW - Houston (Texas) KW - Interviewing KW - Management KW - Mobility KW - Operations KW - Safety KW - Traffic congestion KW - Traffic control KW - Traffic control centers KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/16000/16700/16751/PB2000104650.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/10963.pdf UR - https://trid.trb.org/view/636776 ER - TY - RPRT AN - 00783607 AU - Federal Highway Administration AU - Federal Transit Administration TI - BOSTON CENTRAL ARTERY/TUNNEL INTEGRATED PROJECT CONTROL SYSTEM: RESPONDING TO INCIDENTS RAPIDLY AND EFFECTIVELY. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of the Boston Central Artery/Tunnel Integration Project Control System (IPCS) operations control center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the IPCS operations control center. The IPCS is an integrated traffic management and system control and data acquisition application for Boston's 7.5-mile Central Artery/Tunnel. The system features a high density of field equipment, and double or triple redundancy in many elements. The traffic management components of the IPCS also support travel through the heart of Boston and to and from Logan Airport. The objectives of the IPCS are to: monitor security, traffic, and systems status; and respond to incidents, nonstandard needs, or equipment failures rapidly and effectively. KW - Airport access KW - Arterial highways KW - Best practices KW - Boston (Massachusetts) KW - Case studies KW - Data collection KW - Equipment KW - Incident detection KW - Incident management KW - Interviewing KW - Logan International Airport KW - Management KW - Operations KW - Redundancy KW - Security KW - Traffic control KW - Traffic control centers KW - Tunnels UR - http://ntl.bts.gov/lib/16000/16700/16749/PB2000104648.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/11063.pdf UR - https://trid.trb.org/view/636778 ER - TY - RPRT AN - 00784543 AU - Hunter, W W AU - Stewart, J R AU - Stutts, J C AU - Huang, H H AU - Pein, W E AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - A COMPARATIVE ANALYSIS OF BICYCLE LANES VERSUS WIDE CURB LANES PY - 1999/10 SP - 104 p. AB - This report is a comparative analysis of bicycle lanes (BLs) versus wide curb lanes (WCLs). The primary analysis was based on videotapes of almost 4,600 bicyclists (2,700 riding in BLs and 1,900 in WCLs) in the cities of Santa Barbara, California, Gainesville, Florida, and Austin, Texas, as the bicyclists approached and road through eight BL and eight WCL intersections with varying speed and traffic conditions. The intent was to videotape bicyclists who regularly ride in traffic. The videotapes were coded to learn about operational characteristics (e.g., intersection approach position and subsequent maneuvers) and conflicts with motor vehicles, other bicycles, or pedestrians. A conflict was defined as an interaction between a bicycle and motor vehicle, pedestrian, or other bicycle such that at least one of the parties had to change speed or direction to avoid the other. Both bicyclist and motorist maneuvers in conflict situations were coded and analyzed. This covered maneuvers such as a bicyclist moving incorrectly from the bicycle lane into the traffic lane prior to making a left turn, or conversely, a motor vehicle passing a bicyclist and then abruptly turning right across its path. Bicyclist experience data were also collected separately from the videotaping at each of the 16 data collection sites in each city through use of a short oral survey. Slightly more than 2,900 surveys were completed. These data were analyzed to learn about the age, riding habits, and experience levels of the bicyclists riding through these intersections. Bicycle-motor vehicle crash data were also analyzed to determine if there were parallels to the videotape data. KW - Age KW - Austin (Texas) KW - Bicycle lanes KW - Bicycle maneuvers KW - Bicycle operations KW - Comparative analysis KW - Crash data KW - Cyclists KW - Data collection KW - Driver experience KW - Gainesville (Florida) KW - Intersections KW - Santa Barbara (California) KW - Surveys KW - Traffic conflicts KW - Travel patterns KW - Videotapes KW - Wide curb lanes UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/99034/99034.pdf UR - http://ntl.bts.gov/lib/8000/8800/8804/99034.pdf UR - https://trid.trb.org/view/636995 ER - TY - RPRT AN - 00783601 AU - Federal Highway Administration AU - Federal Transit Administration TI - GEORGIA NAVIGATOR: ACCURATE AND TIMELY INFORMATION TO NAVIGATE GEORGIA ROADS. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of Atlanta's NaviGAtor transportation management center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the NaviGAtor transportation management center. The system was originally conceived to address incident management, congestion management, and motorist assistance needs for the 1996 Olympic Games in Atlanta. The primary objective for the transportation management center is to obtain and disseminate accurate and timely information for navigating Georgia roads. In support of this mission, the system performs incident management and provides motorist assistance. KW - Best practices KW - Case studies KW - Congestion management systems KW - Driver information systems KW - Georgia KW - Incident management KW - Information dissemination KW - Information systems KW - Interviewing KW - Management KW - Olympic games KW - Operations KW - Traffic congestion KW - Traffic control KW - Traffic control centers UR - http://ntl.bts.gov/lib/jpodocs/repts_te/11124.pdf UR - https://trid.trb.org/view/636772 ER - TY - RPRT AN - 00783603 AU - Federal Highway Administration AU - Federal Transit Administration TI - MICHIGAN INTELLIGENT TRANSPORTATION SYSTEM: IMPROVING SAFETY AND AIR QUALITY WHILE REDUCING STRESS FOR MOTORISTS. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of Michigan's Intelligent Transportation Systems transportation management center (MITSC). It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the downtown Detroit transportation management center. The Michigan Intelligent Transportation System Transportation Management Center (MITSC) contains both an original system dating from 1981 covering 32.5 miles, and an expansion of the system to cover a total of 180 centerline miles of freeway that is still being constructed. A formal set of goals and objectives are being developed. Based on discussions to date, the primary system objectives are to: improve safety and air quality, and reduce stress for motorists. The focus of activity in the MITSC is to make the traveler's trip less stressful by providing better information to the traveler. KW - Air quality KW - Best practices KW - Case studies KW - Driver information systems KW - Freeway management systems KW - Intelligent transportation systems KW - Interviewing KW - Management KW - Michigan KW - Operations KW - Traffic control centers KW - Traffic safety KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/16000/16700/16748/PB2000104647.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/11103.pdf UR - https://trid.trb.org/view/636774 ER - TY - RPRT AN - 00783600 AU - Federal Highway Administration AU - Federal Transit Administration TI - ARIZONA TRAILMASTER: PROVIDING A SAFE AND EFFICIENT TRAVEL ENVIRONMENT FOR USERS. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of Arizona's TrailMaster statewide transportation management center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the TrailMaster transportation management center. In 1986, the Arizona Department of Transportation (ADOT) completed a study along I-17 and I-10. Based on the results of this study ADOT recommended that a freeway management system be implemented in metropolitan Phoenix. Consequently TrailMaster was developed to accomplish the following: support optimum use of the freeway system, provide a safe and efficient environment for users, and allow for more efficient use of ADOT resources. KW - Arizona KW - Best practices KW - Case studies KW - Interviewing KW - Management KW - Operations KW - Safety KW - Traffic control centers KW - Trailmaster UR - http://ntl.bts.gov/lib/jpodocs/repts_te/10943.pdf UR - https://trid.trb.org/view/636771 ER - TY - RPRT AN - 00784526 AU - Amirkhanian, S N AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - A LABORATORY AND THE FIELD EVALUATION OF THE USE OF WASTE MATERIALS IN HIGHWAY CONSTRUCTION PY - 1999/10 SP - 372 p. AB - The United States spends approximately $13 billion annually on highway construction and repairs. This requires nearly 350 million tons of both natural and manufactured construction materials. The Federal Highway Administration (FHWA) estimates that the cost to bring our nation's roads up to minimum engineering standards over the next 15 to 20 years will be somewhere between $565 and $655 billion. A solid waste generation and disposal problem exists in the United States. Approximately 4.1 billion metric tons of non-hazardous solid waste materials are generated annually. The majority of these materials are being landfilled in many states. For instance, in South Carolina, 86% of all municipal solid waste materials is being landfilled. The highway industry began recycling in the late 1970s, and its effort to prevent waste from being disposed of in landfills has increased ever since. This report contains information and research projects from around the country that address the issues mentioned above. Several waste materials that have been used in the construction industry were investigated. The advantages and disadvantages of using such materials were determined and reported. Several experts in this area were contacted and their views and research reports are summarized. Some of the topics covered in this report include: use of chipped tires as a lightweight fill material; use of chipped tires and other waste materials incorporated into noise barriers; use of waste tires as a fuel source; use of recycled plastics in highway construction; use of scrap tires as a lightweight subgrade material; use of whole tires as a retaining wall; use of shingles in Hot Mix Asphalt (HMA) mixtures; and use of fiberglass in HMA. In addition, specifications were prepared and are reported in this report for most of these materials and applications. KW - Asphalt mixtures KW - Construction KW - Fiberglass KW - Field studies KW - Highways KW - Hot mix asphalt KW - Laboratory studies KW - Landfills KW - Noise barriers KW - Plastics KW - Recycled materials KW - Recycling KW - Retaining walls KW - Scrap tires KW - Shingles KW - Solid wastes KW - Specifications KW - Subgrade materials KW - Tires UR - https://trid.trb.org/view/636977 ER - TY - RPRT AN - 00783602 AU - Federal Highway Administration AU - Federal Transit Administration TI - MILWAUKEE MONITOR: ADDRESSING CONGESTION WHILE IMPROVING SAFETY AND AIR QUALITY. A CASE STUDY PY - 1999/10 SP - 8 p. AB - The following case study provides a snapshot of Milwaukee's MONITOR transportation management center. It follows the outline provided in the companion document, Metropolitan Transportation Management Center Concepts of Operation - A Cross Cutting Study, which describes operations and management successful practices and lessons learned from eight transportation management centers in the United States and Canada. This case study reflects information gathered from interviews and observations at the MONITOR transportation management center. MONITOR is the freeway traffic management system for metropolitan Milwaukee and continues to expand, covering an area beyond Milwaukee. The initial major MONITOR deployment was to support traffic during rehabilitation of I-94, the East-West freeway. The primary objectives of MONITOR are to: address congestion, and improve safety and air quality. KW - Air quality KW - Best practices KW - Case studies KW - Freeways KW - Interviewing KW - Management KW - Milwaukee (Wisconsin) KW - Operations KW - Traffic congestion KW - Traffic control centers KW - Traffic control centers KW - Traffic safety UR - http://ntl.bts.gov/lib/16000/16700/16747/PB2000104646.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/11123.pdf UR - https://trid.trb.org/view/636773 ER - TY - RPRT AN - 00780337 AU - Dickenson, S E AU - Baillie, M W AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - PREDICTING SCOUR IN WEAK ROCK OF THE OREGON COAST RANGE PY - 1999/10 SP - 109 p. AB - Recent experience in the Coast Range Province of Oregon demonstrates that weak sedimentary bedrock in stream channels can be vulnerable to scour. The presence of erodible rock adjacent to bridge foundations and abutments necessitates monitoring of the channel to preclude costly repairs, or in an extreme case undermining of the foundations and bridge collapse. Current design methods are not well suited for evaluating the potential for scour in weak rock, nor can the rate of scour be estimated. A design method for the latter would be useful for identifying the depth that the foundation should be socketed into the potentially scourable rock given the design life for the bridge. In an effort to relate the rate of scour in weak sedimentary rock to the geological and geotechnical characteristics of the rock, as well as the hydraulic characteristics of the streams, a pilot study of eleven bridge sites was conducted. Geomechanical index tests were performed on bedrock specimens and the hydraulic properties of the stream channels were evaluated. A preliminary model has been proposed wherein the rate of degradation of the stream channel is related to the abrasive resistance of the bedrock and the hydraulic power of the stream. The proposed method can be used to obtain an approximate estimate of the degradation of unobstructed channels in weak sedimentary rock due to abrasion by bedload and flood events. The effects of local, or contraction, scour were not evaluated. KW - Abrasion resistance KW - Bedrock KW - Bridge foundations KW - Channels (Waterways) KW - Design methods KW - Hydraulic properties KW - Oregon KW - Scour KW - Sedimentary rocks KW - Streams UR - http://ntl.bts.gov/lib/10000/10600/10606/spr382.pdf UR - http://ntl.bts.gov/lib/15000/15900/15918/PB2000101708.pdf UR - https://trid.trb.org/view/509269 ER - TY - RPRT AN - 00784607 AU - Mirmiran, A AU - University of Cincinnati AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - HYBRID FIBER REINFORCED POLYMER (FRP)-CONCRETE COLUMN PY - 1999/09/30 SP - 62 p. AB - Hybrid fiber reinforced polymer (FRP)-concrete columns are made by encasing concrete in a tubular jacket, which provides the necessary pour form, reinforcement, and protective jacket for the concrete core. These hybrid columns can be used as pier columns and piles with considerable benefits in aggressive environments such as in Florida. Previous studies on this hybrid system have resulted in valuable information. However, there are two important aspects not previously addressed: slenderness of hybrid systems and long-term behavior under sustained loads. This research investigated the effect of slenderness on the strength and ductility of hybrid columns, developed an analysis tool and design equation for slenderness limits of hybrid columns, and investigated time-dependent response of hybrid beam-columns. KW - Columns KW - Concrete KW - Design KW - Ductility KW - Equations KW - Fiber reinforced plastics KW - Mathematical analysis KW - Performance KW - Piers (Supports) KW - Piles (Supports) KW - Size KW - Slenderness KW - Strength of materials KW - Sustained loading KW - Time dependence UR - https://trid.trb.org/view/637040 ER - TY - ABST AN - 01557738 TI - Wind Induced Vibration in Cable Stayed Bridges AB - The objectives of this study were as follows: (1) To establish the state of knowledge regarding wind-induced vibration of stay cables on long-span bridges. (2) To synthesize all information available on known problems with in-service bridges and effectiveness of countermeasures. (3) To develop guidelines for wind-resistant design of new cable systems and procedures for implementation of countermeasures to stabilize in-service cables. KW - Cable stayed bridges KW - Guidelines KW - Safety KW - Vibration KW - Wind resistant design UR - http://www.pooledfund.org/Details/Study/220 UR - https://trid.trb.org/view/1347206 ER - TY - ABST AN - 01461064 TI - LRFD Specifications for Horizontally Curved Steel Girder Highway Bridges AB - The objective of this research is to prepare specifications for the design and construction of horizontally curved steel girder bridges ( for both I- and box girders) in a calibrated load and resistance factor design (LRFD) format that can be recommended to AASHTO for adoption. The specifications shall be based on the Recommended Specifications for Horizontally Curved steel Highway Bridges developed under NCHRP Project 12-38, which are in a load factor design format, supplemented by the results of the FHWA large-scale curved I-girder tests as they become available. KW - Calibration KW - Curved bridges KW - Girder bridges KW - Horns KW - Load factor KW - National Cooperative Highway Research Program KW - Research projects KW - Specifications KW - Steel UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=338 UR - https://trid.trb.org/view/1229282 ER - TY - RPRT AN - 01576139 AU - Cable, J K AU - McDaniel, L AU - Steffes, R AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Paver Vibrator Frequency Monitoring and Concrete Consolidation PY - 1999/09//Final Report SP - 66p AB - Identification of ways to enhance consistency and proper entrained air content in hardened concrete pavement has long been a goal of state highway agencies and the Federal Highway Administration (FHWA). The work performed in this study was done under FHWA Work Order No: DTFH71-97-PTP-IA-47 and referred to as Project HR-1068 by the Iowa Department of Transportation (DOT). The results of this study indicate that the monitoring devices do provide both the contractor and contracting authority and are a good way of controlling the consistent rate of vibration to achieve a quality concrete pavement product. The devices allow the contractor to monitor vibrator operation effectively and consistently. The equipment proved to be reliable under all weather and paver operating conditions. This type of equipment adds one more way of improving the consistency and quality of the concrete pavement. KW - Air content KW - Concrete pavements KW - Consolidation KW - Evaluation KW - Pavers KW - Vibration KW - Vibratory equipment UR - http://publications.iowa.gov/id/eprint/17344 UR - https://trid.trb.org/view/1366853 ER - TY - RPRT AN - 01396688 AU - Rada, G R AU - Wu, C-L AU - Bhandari, R K AU - Shekharan, A R AU - Elkins, G E AU - Miller, J S AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure R&D TI - Study of LTPP distress data variability, volume II: Appendix A: tables and figures for manual distress data analysis; Appendix B: figures for PASCO/PADIAS distress data analysis; Appendix C: figures for comparison of manual and PASCO/PADIAS distress data PY - 1999/09 IS - FHWA-RD-99-075 SP - 340p KW - Accuracy KW - Accuracy KW - Data analysis KW - Data analysis KW - Data collection KW - Data collection KW - Deterioration KW - Deterioration KW - Pavement evaluation KW - Pavement performance KW - Pavement performance KW - Pavements KW - Tests for suitability, service and quality KW - Variability UR - https://trid.trb.org/view/1164465 ER - TY - RPRT AN - 01396501 AU - Rada, G R AU - Wu, C L AU - Bhandari, R K AU - Shekharan, A R AU - Elkins, G E AU - Miller, J S AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure R&D TI - Study of LTPP distress data variability, volume 1 PY - 1999/09 IS - FHWA-RD-99-074 SP - 137p KW - Accuracy KW - Accuracy KW - Data analysis KW - Data analysis KW - Data collection KW - Data collection KW - Deterioration KW - Deterioration KW - Pavement evaluation KW - Pavement performance KW - Pavement performance KW - Pavements KW - Tests for suitability, service and quality KW - Variability UR - https://trid.trb.org/view/1164278 ER - TY - RPRT AN - 01062318 AU - Federal Highway Administration TI - Elkins Bypass project, relocation of US-33 between Aggregates and Canfield, Randolph County : environmental impact statement PY - 1999/09//Volumes held: Draft, Final KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821815 ER - TY - RPRT AN - 01062101 AU - Federal Highway Administration TI - I-215 improvements, Orange Show Rd to SR-30, San Bernadino County : environmental impact statement PY - 1999/09//Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821597 ER - TY - RPRT AN - 00933879 AU - Harrison, R AU - Waalkes, S AU - Wilde, W J AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A LIFE CYCLE COST ANALYSIS OF RIGID PAVEMENTS PY - 1999/09 SP - 4 p. AB - The Texas Department of Transportation (TxDOT) commissioned a research project in 1996, summarized here, to promote life cycle cost analysis of rigid pavements throughout the TxDOT districts by developing a uniform methodology for performing life cycle cost analysis that will eventually include all pavement types. The major objective of this project was to develop a comprehensive, modular life cycle cost methodology that could evaluate existing and future projects. This methodology was to include a framework for life cycle cost analysis that was comprehensive and able to encompass all possible aspects of pavement design, agency costs, user costs, and other costs that are created as a consequence of a highway project. KW - Analysis KW - Costs KW - Life cycle costing KW - Pavement design KW - Rigid pavements UR - http://www.utexas.edu/research/ctr/pdf_reports/1739_S.pdf UR - https://trid.trb.org/view/724938 ER - TY - RPRT AN - 00938478 AU - Zhang, Z AU - Rechtien, M R AU - Fowler, D W AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PLAN FOR DEVELOPING A MATERIALS PERFORMANCE DATABASE FOR THE TEXAS DEPARTMENT OF TRANSPORTATION PY - 1999/09 SP - 258 p. AB - The materials used within the Texas Department of Transportation (TxDOT) are undergoing a period of change. The purpose of this report is to develop the information necessary to develop (for TxDOT) a method or a database for monitoring the performance of transportation materials. This report builds a foundation based on information obtained from an expert working group meeting, from a state-of-the-art literature review, and from an analysis of TxDOT's current computing and testing programs. Upon this foundation, the researchers have built a scope and methodology for identifying data elements for inclusion in the database. Furthermore, a sample prioritization of data elements is performed. The report also discusses a conceptual framework for the proposed database. Finally, conclusions are summarized and future research directions are explored. KW - Databases KW - Performance KW - Texas Department of Transportation KW - Transportation materials UR - http://www.utexas.edu/research/ctr/pdf_reports/1785_2.pdf UR - https://trid.trb.org/view/730699 ER - TY - RPRT AN - 00933881 AU - Zhang, Z AU - Rechtien, M R AU - Fowler, D W AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A SUMMARY OF PAVEMENT AND MATERIAL-RELATED DATABASES WITHIN THE TEXAS DEPARTMENT OF TRANSPORTATION PY - 1999/09 SP - 80 p. AB - This report summarizes important content and operational details about five different materials and pavements databases currently used by the Texas Department of Transportation (TxDOT). These databases include the Pavement Management Information System, the Maintenance Management Information System (MMIS), The Road Life Database (RL), The Texas Reference Marker Database, and SiteManager. Information about each database was largely gained from internal TxDOT literature and from in-person interviews with expert TxDOT staff. Knowledge of the contents, operation, and updating procedures of these databases can be instrumental in evaluating each as a data source for a proposed materials-performance- monitoring database. KW - Databases KW - Maintenance management KW - Materials KW - Pavement maintenance KW - Pavement Management Information System KW - Pavement management systems KW - Road Life Database KW - SiteManager KW - State departments of transportation KW - Texas KW - Texas Department of Transportation KW - Texas Reference Marker Database UR - http://www.utexas.edu/research/ctr/pdf_reports/1785_1.pdf UR - http://ntl.bts.gov/lib/17000/17400/17413/PB2001101558.pdf UR - https://trid.trb.org/view/724940 ER - TY - RPRT AN - 00933728 AU - Chamberlain, J A AU - Burns, P L AU - SRI International AU - Federal Highway Administration TI - FINAL PROGRAMMATIC ENVIRONMENTAL ASSESSMENT: NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM PY - 1999/09 SP - 174 p. AB - As required under the National Environmental Policy Act of 1969 (NEPA), the Federal Highway Administration (FHWA) has prepared this Programmatic Environmental Assessment (PEA) to evaluate the potential environmental effects of a proposed U.S. Department of Transportation Nationwide Differential Global Positioning System (NDGPS). This PEA evaluates potential individual and cumulative impacts of the proposed action and alternatives on environmental, land-use, and socioeconomic resource areas. This PEA represents the first tier of environmental impact analysis. Subsequent NEPA analyses tiered to this PEA may be prepared when site-specific impacts cannot be avoided or mitigated as specified herein. A draft PEA was distributed to parties listed in Appendix D and was made available on the Internet for public review. A Notice of Availability was listed in the Federal Register between March 4 and April 2, 1999. Comments received regarding the draft PEA and FHWA responses to comments are provided in Appendix E. To expand existing DGPS capabilities nationwide, the installation of at least 67 additional reference stations with low-frequency transmit antennas is required. Three NDGPS deployment alternatives were considered. Alternative A would consist of the conversion of 32 Ground Wave Emergency Network (GWEN) relay nodes to NDGPS reference stations, transfer of GWEN equipment from remaining GWEN relay nodes or spare GWEN equipment sets to 28 new NDGPS site locations, and installation of 7 additional NDGPS sites using new equipment, for a total of 67 NDGPS sites. Alternative B would consist of installation of new equipment at 32 existing GWEN relay node sites and at 35 new sites; each reference station would be physically similar to those described under Alternative A. Alternative C would consist of installation of 80 to 100 new reference station sites using equipment similar to that at U.S. Coast Guard local area DGPS stations. The environmental impact of the no-action alternative was also considered. The potential for significant environmental impacts has been identified for each deployment alternative, including the no-action alternative. Under any of the proposed action alternatives, no significant environmental impacts will result provided that specific site-selection criteria and, if necessary, mitigation measures discussed in this PEA, are applied to each site proposed for installation of an NDGPS reference station. If, for some unforeseen reason, mitigation to reduce potentially significant impacts cannot be implemented at a specific site or a type of impact was not anticipated and addressed in this PEA, then additional NEPA analysis and documentation will be prepared for installation of an NDGPS facility at that specific site. KW - Alternatives analysis KW - Environmental impact analysis KW - Environmental risk assessment KW - Global Positioning System KW - Land use KW - Location KW - National Environmental Policy Act of 1969 KW - Socioeconomic factors KW - Traffic mitigation KW - United States UR - http://ntl.bts.gov/lib/16000/16700/16742/PB2000104640.pdf UR - https://trid.trb.org/view/724829 ER - TY - RPRT AN - 00932488 AU - DeMoss, J AU - Landsberger, B J AU - McNerney, M T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPROVING THE ACOUSTICAL PERFORMANCE OF POROUS ASPHALT PAVEMENTS PY - 1999/09 SP - 49 p. AB - Selection of pavement for noise reduction considerations is becoming a major concern for those involved in highway construction within densely populated areas. However, the pavements available are designed for durability and safety reasons and not for their acoustic characteristics. The purpose of this study is to develop a pavement design criterion for improved acoustical performance. Existing porous media theory can be used to predict the absorption characteristics of asphalt pavements. Experiments and theoretical analysis were performed on test pavement samples to determine the acoustical characteristics of different pavement mixes where aggregate size, pavement layer thickness, percent of air voids, mix of aggregates and amount of screenings were varied. Tests were conducted on both single and multiple-layer pavement laboratory samples. Good agreement was found between the predicted and measured values of absorption. It is shown that by varying the thickness of the pavement layers the peak value of absorption can be matched to achieve maximum noise reduction at the frequencies where traffic noise is most prominent. KW - Absorption KW - Acoustics KW - Aggregates KW - Air voids KW - Asphalt pavements KW - Laboratory tests KW - Noise control KW - Pavement design KW - Pavement layers KW - Percent KW - Performance KW - Porous materials KW - Screenings KW - Size KW - Thickness UR - http://www.utexas.edu/research/ctr/pdf_reports/2957_1.pdf UR - http://ntl.bts.gov/lib/18000/18600/18646/PB2002101155.pdf UR - https://trid.trb.org/view/724507 ER - TY - RPRT AN - 00929118 AU - Nair, H S AU - Zhao, H AU - Bhat, C R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DESCRIPTION OF DATA ACQUISITION EFFORTS PY - 1999/09 SP - 12 p. AB - As part of the overall strategy of refining and improving the existing transportation and air-quality modeling framework, the current project focuses extensively on acquiring disaggregate and reliable data for analysis. In this report, the authors discuss the data obtained thus far from various state and local agencies for use in the project. The data obtained may be classified into three broad categories: (1) zonal-level data, (2) link-level data, and (3) household-level data. These categories are discussed in the subsequent three sections. In each section, the authors describe the data sets, the agency from which the data were obtained, and the reason for obtaining the data. KW - Air quality KW - Air quality modeling KW - Data collection KW - Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/1838_1.pdf UR - https://trid.trb.org/view/719036 ER - TY - RPRT AN - 00923446 AU - Meade, B AU - Hopwood, T AU - Palle, S AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - AN ANALYSIS OF WASTEWATER GENERATED DURING WATER JETTING TESTS ON THE I-65 JOHN F. KENNEDY BRIDGE AT LOUISVILLE PY - 1999/09 SP - 22 p. AB - High pressure water jetting was evaluated as a surface preparation tool for bridge maintenance painting. The tests were conducted on the John F. Kennedy Bridge, which has a lead containing existing paint system. The primary concerns were the surface preparation and the lead levels of the wastewater. Test areas were washed at 10,000 psi, 15,000 psi, and 20,000 psi and wastewater was collected for analysis. Lead tests were conducted on unfiltered wastewater and wastewater filtered through a variety of filter fabrics. High pressure water jetting produces an excellent surface for painting but, on bridges with existing lead paint, the wastewater lead levels are too high for conventional Kentucky Department of Highways filtering requirements. KW - Bridges KW - Filter fabric KW - High pressure water jetting KW - Lead (Metal) KW - Lead based paint KW - Louisville (Kentucky) KW - Maintenance KW - Paint removal KW - Painting KW - Surface preparation KW - Wastewater UR - https://trid.trb.org/view/707399 ER -